Continuously variable transmission

ABSTRACT

Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a main axle is adapted to receive a shift rod that cooperates with a shift rod nut to actuate a ratio change in a CVT. In another embodiment, an axial force generating mechanism can include a torsion spring, a traction ring adapted to receive the torsion spring, and a roller cage retainer configured to cooperate with the traction ring to house the torsion spring. Various inventive idler-and-shift-cam assemblies can be used to facilitate shifting the ratio of a CVT. Embodiments of a hub shell and a hub cover are adapted to house components of a CVT and, in some embodiments, to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces and braking features for a CVT are disclosed.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/543,311, filed on Oct. 3, 2006, which claims the benefit of U.S.Provisional Application 60/749,315, filed on Dec. 9, 2005, U.S.Provisional Application 60/789,844, filed on Apr. 6, 2006, and U.S.Provisional Application 60/833,327 filed on Jul. 25, 2006. Each of theabove-referenced applications is hereby incorporated by reference in itsentirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The field of the invention relates generally to transmissions, and moreparticularly to continuously variable transmissions (CVTs).

2. Description of the Related Art

There are well-known ways to achieve continuously variable ratios ofinput speed to output speed. The mechanism for adjusting an input speedfrom an output speed in a CVT is known as a variator. In a belt-typeCVT, the variator consists of two adjustable pulleys having a beltbetween them. The variator in a single cavity toroidal-type CVT has twopartially toroidal transmission discs rotating about a shaft and two ormore disc-shaped power rollers rotating on respective axes that areperpendicular to the shaft and clamped between the input and outputtransmission discs.

Embodiments of the invention disclosed here are of the spherical-typevariator utilizing spherical speed adjusters (also known as poweradjusters, balls, sphere gears or rollers) that each has a tiltable axisof rotation; the adjusters are distributed in a plane about alongitudinal axis of a CVT. The rollers are contacted on one side by aninput disc and on the other side by an output disc, one or both of whichapply a clamping contact force to the rollers for transmission oftorque. The input disc applies input torque at an input rotational speedto the rollers. As the rollers rotate about their own axes, the rollerstransmit the torque to the output disc. The input speed to output speedratio is a function of the radii of the contact points of the input andoutput discs to the axes of the rollers. Tilting the axes of the rollerswith respect to the axis of the variator adjusts the speed ratio.

SUMMARY OF THE INVENTION

The systems and methods described herein have several features, nosingle one of which is solely responsible for the overall desirableattributes. Without limiting the scope as expressed by the claims thatfollow, the more prominent features of certain embodiments of theinvention will now be discussed briefly. After considering thisdiscussion, and particularly after reading the section entitled“Detailed Description of Certain Inventive Embodiments,” one willunderstand how the features of the systems and methods provide severaladvantages over related traditional systems and methods.

In one aspect, a continuously variable transmission is describedcomprising, a first traction ring, a second traction ring, a pluralityof power rollers interposed between and in contact with the first andsecond traction rings, wherein the power rollers are configured to spinabout a tiltable axis, a shift rod nut operationally coupled to actuatea tilt in said axis, and a shift rod coupled to the shift rod nut,wherein a rotation of the shift rod causes the shift rod nut totranslate axially.

In another aspect, a continuously variable transmission is describedcomprising a first traction ring, a second traction ring, a plurality ofpower rollers interposed between and in contact with the first andsecond traction rings, wherein the power rollers are configured to spinabout a tiltable axis, a first torsion spring, and wherein the firsttraction ring includes a recess adapted to receive and partially housethe first torsion spring.

In another aspect, a continuously variable transmission is describedcomprising, a first traction ring, a second traction ring, a pluralityof power rollers interposed between and in contact with the first andsecond traction rings, wherein the power rollers are configured to spinabout a tiltable axis, an idler in contact with each of the power rollerand located radially inward of the point of contact between the powerrollers and the first and second traction rings, a main axle, the mainaxle having a central bore, and wherein the idler mounts coaxially aboutthe main axle, and a shift rod having a threaded end, wherein said shiftrod is inserted in said central bore, and wherein threaded end issubstantially concentric with said idler.

In yet another aspect, a continuously variable transmission is describedcomprising, a plurality of spherical power rollers, each power rolleradapted to spin about a tiltable axis, first and second traction rings,an idler mounted about a main axle, wherein each of the spherical powerrollers is interposed in three point contact between the first andsecond traction rings and the idler, a load cam driver, a firstplurality of load cam rollers, wherein the first plurality of load camrollers are interposed between the load cam driver and the firsttraction ring, a thrust bearing, a hub shell, wherein the thrust bearingis positioned between load cam driver and the hub shell, a hub shellcover, and a second plurality of load cam rollers, said second pluralityof load cam rollers interposed between the second traction ring and thehub shell cover.

In still another aspect, a transmission housing is described comprising,a shell having a first opening and an integral bottom, wherein theintegral bottom has a shell central bore that is smaller in diameterthan the diameter of the first opening, and a shell cover adapted tosubstantially cover said first opening, and wherein the shell cover hasa cover central bore that is substantially coaxial with the shellcentral bore when the shell and the shell cover are coupled together toform said transmission housing.

In another aspect, a continuously variable transmission is describedcomprising, a first traction ring, a second traction ring, a pluralityof power rollers interposed between and in contact with the first andsecond traction rings, wherein the power rollers are configured to spinabout a tiltable axis, a load cam driver operationally coupled to thefirst traction ring, a torsion plate adapted to drive the load camdriver, an input driver configured to drive the torsion plate, whereinthe first and second traction rings, load cam driver, torsion plate, andinput driver mount coaxially about a main axle of the continuouslyvariable transmission, and a one-way clutch adapted to drive the inputdriver.

In another aspect, an input driver is described comprising, asubstantially cylindrical and hollow body having a first end and asecond end, a set of splines formed on the first end, and first andsecond bearing races formed in the inside of the hollow body.

In another aspect, a torsion plate is described comprising, asubstantially circular plate having a central bore and an outerdiameter, wherein the outer diameter comprises a set of splines, andwherein the central bore is adapted to receive an input driver.

In another aspect, a power input assembly is described comprising aninput driver having a first end and a second end, wherein the first endhas a first set of splines, and a torsion plate having a central boreadapted to couple to the second end of the input driver, the torsionplate having a second set of splines.

In yet another aspect, a load cam driver for a transmission, the loadcam driver is described comprising, a substantially annular plate havinga central bore, a set of splines formed in the central bore, and areaction surface formed on the annular plate.

In another aspect, an axle for a transmission is described, the axlecomprising, a first end, a second end, and a middle portion, a throughslot located substantially in the middle portion, a central boreextending from the first end to the through slot, and first and secondknurled surfaces, one on each side of the through slot.

In yet another aspect, a stator plate for a transmission is described,the stator plate comprising, a central bore, a plurality of reactionsurfaces arranged radially about the central bore, and wherein thereaction surfaces opposite one another, as referenced with respect tothe central bore, are offset relative to one another.

In another aspect, a stator plate for a transmission, the stator platecomprising, a central bore, an outer ring, a plurality of connectingextensions that extend substantially perpendicularly from the outerring, and a plurality of reaction surfaces arranged radially about thecentral bore, the reaction surfaces located between the central bore andthe outer ring.

In yet another aspect, a stator rod for a carrier of a transmission isdescribed, the stator rod comprising, a first shoulder portion and asecond shoulder portion, a waist located between the first and secondshoulder portions, a first end portion adjacent to the first shoulder, asecond end portion adjacent to the second shoulder, and wherein each ofthe first and second ends comprises a countersink hole.

In another aspect, a carrier for a power roller-leg subassembly isdescribed, the carrier comprising, a first stator plate having a firststator plate central bore and a plurality of first stator reactionsurfaces arranged angularly about the first stator plate central bore,wherein opposite first stator plate reaction surfaces across the firststator plate central bore are offset relative to one another, and asecond stator plate having a second stator plate central bore and aplurality of second stator plate reaction surfaces arranged angularlyabout the second stator plate central bore, wherein opposite secondstator plate reaction surfaces across the second stator plate centralbore are offset relative to one another.

In another aspect, a shifting mechanism for a transmission is described,the shifting mechanism comprising, a shift rod having a threaded end, amiddle portion, a splined end, and a flange, a shift rod nut having afirst central bore adapted to engage the threaded end of the shift rod,and an axle having a second central bore adapted to receive the shiftrod, wherein the axle comprises a counterbore adapted to engage theflange of the shift rod.

In yet another aspect, a shift rod for a transmission is described, theshift rod comprising, a first end, a middle portion, and a second end, aset of threads on the first end, a piloting tip adjacent to the set ofthreads, a set of splines on the second end, a flange between the middleportion and the second end, a neck adapted to support a shift rodretainer nut, wherein the neck is located between the flange and the setof splines.

In another embodiment, a traction ring for a transmission is described,the traction ring comprising, an annular ring having a first side, amiddle portion, and a second side, a set of ramps on the first side, arecess in the middle portion, said recess adapted to receive a torsionspring, and a traction surface on the second side.

In yet another aspect, a torsion spring for use with an axial forcegenerating system is described, the torsion spring comprising, a wireloop having a first end and a second end, a first straight portion and afirst bend portion on the first end, and a second bend portion and anauxiliary bend portion on the second end.

In another aspect, a load cam roller retainer for use with an axialforce generating mechanism, the load cam roller retainer comprising, aload cam roller retainer ring, and a retainer extension that extendsfrom the load cam retainer ring.

In yet another aspect, an axial force generation mechanism for atransmission is described, the axial force generation mechanismcomprising, a traction ring having a first side, a middle portion, and asecond side, wherein the first side comprises a set of ramps and whereinthe second side comprises a traction surface, a torsion spring having afirst end and a second end, wherein the middle portion of the tractionring comprises a recess adapted to receive the torsion spring, and aload cam roller retainer having a retainer extension adapted tocooperate with the recess of the traction ring for substantially housingthe torsion spring.

In some aspects, an axial force generation mechanism for a transmissionis described, the axial force generation mechanism comprising, anannular ring having a first reaction surface, a traction ring having asecond reaction surface, wherein the traction ring comprises an annularrecess, a number of load cam rollers interposed between the first andsecond reaction surfaces, a load cam roller retainer adapted to retainthe load cam rollers, wherein the load cam roller retainer comprises aretainer extension, and a torsion spring, adapted to be at leastpartially housed between the annular recess and the retainer extension.

In another aspect, an axial force generation mechanism for atransmission is described, the axial force generation mechanismcomprising, a hub shell cover having a first reaction surface, the hubshell cover adapted to couple to a hub shell, a traction ring having asecond reaction surface, wherein the traction ring comprises an annularrecess, a number of load cam rollers interposed between the first andsecond reaction surfaces, a load cam roller retainer adapted to retainthe load cam rollers, wherein the load cam roller retainer comprises aretainer extension, and a torsion spring, adapted to be at leastpartially housed between the annular recess and the retainer extension.

In another aspect, a shifter interface for a transmission is described,the shifter interface comprising, an axle having a central bore and acounterbore formed in the central bore, a shift rod having a shift rodflange adapted to be received in the counterbore, and a shift rodretainer nut having an inner diameter adapted to cooperate with thecounterbore to axially restraint the shift rod flange.

In yet another aspect, a shift rod retainer nut is described comprising,a hollow, cylindrical body having an inner diameter and an outerdiameter, a set of threads on the inner diameter and a set of threads onthe outer diameter, a flange adjacent to one end of the cylindricalbody, and an extension connected to the flange, said extension adaptedto receive a tightening tool.

In another aspect, a shift rod retainer nut comprising, a hollow,cylindrical body have an inner diameter and an outer diameter, a flangecoupled to one end of the cylindrical body, and wherein the flangecomprises a flange outer diameter having a profiled surface.

In another aspect, a shift rod retainer nut is described comprising, ahollow, cylindrical body have an inner diameter and an outer diameter, aflange coupled to one end of the cylindrical body, and wherein theflange comprises a plurality of extensions adapted to facilitate thepositioning of a shifting mechanism.

In another aspect, a freewheel for a bicycle is described, the freewheelcomprising, a one-way clutch mechanism, a cylindrical body adapted tohouse the one-way clutch mechanism, wherein the cylindrical bodycomprise an inner diameter having a set of splines, and a set of teethon an outer diameter of the cylindrical body, wherein the set of teethis offset from a center line of the cylindrical body.

In another aspect, a hub shell for a transmission is described, the hubshell comprising, a generally cylindrical, hollow shell body having afirst end and a second end, a first opening at the first end of theshell body, said opening adapted to couple to a hub shell cover, abottom at the second end of the shell body, said bottom comprising afirst central bore, a reinforcement rib at the joint between the bottomand the shell body, and a seat adapted to support a thrust washer, saidseat formed in said bottom.

In another aspect, a hub shell cover for a hub shell of a transmissionis described, the hub shell cover comprising, a substantially circularplate having a central bore and an outer diameter, a splined extensionextending from the central bore, wherein the splined extension comprisesa first recess for receiving a bearing, and wherein the outer diametercomprises a knurled surface adapted to cut into a hub shell body.

In another aspect, a hub shell cover for a hub shell of a transmissionis described, the hub shell cover comprising, a substantially circularplate having a central bore and an outer diameter, a disc brakefastening extension extending from the central bore, wherein the discbrake fastening extension comprises a first recess for receiving abearing, and wherein the outer diameter comprises a knurled surfaceadapted to cut into a hub shell body.

In another aspect, a ball-leg assembly for a power roller transmission,the ball-leg assembly comprising, is described a power roller having acentral bore, a power roller axle adapted to fit in said central bore,the power roller axle having a first end and a second end, a pluralityof needle bearings mounted on said axle, wherein the power roller spinson said needle bearings, at least one spacer between said needlebearings, and first and second legs, the first leg coupled to the firstend of the power roller axle, and the second leg coupled to the secondend of the power roller axle.

In another aspect, a leg subassembly for shifting a transmission, theleg subassembly comprising, a leg portion having a first bore forreceiving an end of a power roller axle, the leg portion further havinga second bore and two leg extensions, each leg extension having a shiftcam roller axle bore, a shift guide roller axle positioned in the secondbore of the leg portion, the shift guide roller axle having first andsecond ends, first and second shift guide rollers mounted, respectively,on the first and second ends of the shift guide roller axle, a shift camroller axle positioned in the shift cam roller axle bore of the legextensions, and a shift cam roller mounted on the shift cam roller axle,the shift cam roller located between the leg extensions.

In another aspect, a power roller for a transmission is described, thepower roller comprising a substantially spherical body, a central borethrough said spherical body, the central bore having first and secondends, and wherein the first and second ends each comprises an angledsurface.

In still another aspect, a power roller and power roller axle assemblyfor a transmission is described, the power roller and power roller axleassembly comprising, a substantially spherical body, a central borethrough said spherical body, the central bore having first and secondends, wherein the first and second ends each comprises an angledsurface, a power roller axle adapted to fit in said central bore, thepower roller axle having a first end and a second end, a plurality ofneedle bearings mounted on said axle, wherein the power roller spins onsaid needle bearings, and at least one spacer mounted on said axle andlocated between said needle bearings.

In an aspect, a continuously variable transmission is describedcomprising, an input traction ring, an output traction ring, an idler, aplurality of power rollers contacting the input traction ring, theoutput traction ring, and the idler, wherein each of the power rollershas a central bore, and a plurality of roller axles, one for each powerroller and fitting in said central bore, wherein each roller axlecomprises first and second ends, and wherein said first and second endseach comprises a countersink.

In another aspect, an idler assembly for a transmission is described,the idler assembly comprising, an inner bushing having a cylindricalbody and having an opening cut through the cylindrical body about anaxis perpendicular to the main axis of the cylindrical body, two angularcontact bearings mounted on said cylindrical body; and an idler mountedon said angular contact bearings, and two shift cams, mounted about thecylindrical body, wherein the idler is located between the shift cams.

In another aspect, an idler assembly for a transmission is described,the idler assembly comprising, an inner bushing having a cylindricalbody and having an opening cut through the cylindrical body about anaxis perpendicular to the main axis of the cylindrical body, two shiftcams, mounted about the cylindrical body, each shift cam having a shiftcam bearing race, a plurality of bearing rollers, and an idler havingtwo idler bearing races, wherein the idler bearing races and the shiftcam bearing races are adapted to form angular contact bearings when theplurality of bearing rollers are interposed between the idler bearingraces and the shift cam bearing races.

In another aspect, an idler assembly for a transmission is described,the idler assembly comprising, an inner bushing having a cylindricalbody and having an opening cut through the cylindrical body about anaxis perpendicular to the main axis of the cylindrical body, two shiftcams, mounted about the cylindrical body, each shift cam having a shiftcam bearing race, a plurality of bearing rollers, an idler having twoidler bearing races, wherein the idler bearing races and the shift cambearing races are adapted to form angular contact bearings when theplurality of bearing rollers are interposed between the idler bearingraces and the shift cam bearing races, and wherein each shift camcomprises an extension having a retaining key adapted to rotationallyconstrain and radially locate a shift rod retainer nut.

In another aspect, an idler assembly for a transmission is described,the idler assembly comprising, a first shift cam comprising a tubularextension, wherein said extension comprises an opening cut through theextension, a first bearing race formed on said first shift cam, a secondshift cam, mounted about said extension, a second bearing race formed onsaid second shift, an idler having third and fourth bearing races formedon an inner diameter of the idler, and a plurality of bearing rollers,wherein the first, second, third, and fourth bearing races cooperate toform angular contact thrust bearings when the bearing rollers areinterposed between the bearing races.

In another aspect, a quick release shifter mechanism is describedcomprising a retaining ring, a release key, a backing plate adapted toreceive the retaining ring and the release key, and wherein the releasekey and the retaining ring are adapted such that the release key expandsthe retaining ring when the release key is urged toward the retainingring.

In yet another aspect, a shifter interface for a transmission isdescribed, the shifter interface comprising, a shifter actuator, a shiftrod nut coupled to the shifter actuator, a backing plate adapted tomount on an axle, wherein the backing plate is coupled to the shifteractuator, and retaining means, located between the shifter actuator andthe backing plate, for axially constraining the shifter actuator.

In another aspect, a power input assembly is described comprising, aninput driver having a first end and a second end, wherein the first endcomprises a splined surface, and wherein the second end comprises atleast two torque transfer extensions, and a torque transfer key havingat least two torque transfer tabs configured to mate with the at leasttwo torque transfer extensions.

In one aspect, an idler assembly for a CVT includes a shift rod nut andat least two shift cams, wherein the shift rod nut is placed between theshift cams, with the shift cams substantially abutting against the shiftrod nut. In some such configurations, the shift rod nut providesposition control for the shift cams.

In yet another aspect, a housing for a CVT can include a hub shellhaving a first threaded bore, a hub shell cover having a second threadedbore adapted to thread onto the first threaded bore, and wherein the hubshell and the hub shell cover each has a central bore for allowingpassage of a main axle through said central bore. Said hub shell covercan additionally include a first set of locking grooves. In someapplications, the housing can have one or more locking tabs having asecond set of locking grooves adapted to mate to the first set oflocking grooves.

In other aspects, a disc brake adapter kit can incorporate a fasteningplate, a disc brake adapter plate, and at least one seal. In someapplications, the fastening plate and the disc brake adapter kit are oneintegral piece. The fastening plate can be provided with a recess forreceiving a roller brake flange.

In some aspects, a load cam profile can have one or more featuresincluding a first substantially flat portion and a first radiusedportion contiguous to the first flat portion. The load cam profile canadditionally have a second substantially flat portion, wherein the firstradiused portion is placed between the first and second flat portions.The load cam profile, in other embodiments, can be provided also with asecond radiused portion contiguous to the second flat portion, and athird substantially flat portion, wherein the second radiused portion isplaced between the second and third flat portions. The radius of thefirst radiused portion is preferably greater than the radius of thesecond radiused portion. Relative to a radius R of a roller, which isused in conjunction with the load cam profile, the radius of the firstradiused portion is preferably at least 1.5×R, the radius of the secondradiused portion is preferably at least 0.25×R and less than about1.0×R.

In one aspect, a hub shell cover for a hub shell of a CVT is a generallyannular plate having a central bore and an outer periphery. The hubshell cover can include a set of threads formed on the outer periphery,and a set of locking tabs formed in the annular plate. The hub shellcover can also have one or more keys for retaining components of theCVT. In some applications, the hub shell cover can be provided with asplined flange.

In yet another aspect, a locking tab for a hub shell and hub shell coverof a CVT is defined by a thin plate having a plurality of lockinggrooves, each groove having at least one crest and one trough, and atleast one slot formed in the thin plate. The slot is substantiallyelliptical in shape, and the foci of the slot are angularly spaced by afirst angle about a central point. The locking grooves can be angularlyspaced by a second angle about said central point. In some cases, thefirst angle is about one-half the value of the second angle. A firstfocus of the slot aligns angularly with a crest of a locking groove, anda second focus of the slot aligns angularly with a trough of the lockinggroove; the crest and the trough are contiguous. In other aspects, alocking ring for a hub shell and hub shell cover of a CVT has agenerally angular ring, a number of locking tabs formed in an innerdiameter of the ring, and a plurality of bolt slots formed in an outerdiameter of the ring.

In one aspect, an input driver for a CVT includes a generallycylindrical body having an inner diameter and an outer diameter, ahelical groove on the inner diameter, and a plurality of splines on theouter diameter, wherein not all of the splines have the same dimension.In yet another aspect a power roller axle includes a generallycylindrical body having a first end and a second end, a plurality ofcountersink drill holes, with a countersink drill hole on each of thefirst and second ends. The power roller axle can additionally have oneor more grooves coaxial with the countersink holes, on an outer diameterof the body, wherein the grooves are adapted to collapse to allow theends of the countersink holes to expand in an arc toward a portion ofthe body located between the first and second ends.

In yet another aspect, a wire that can be formed into a torsion springfor use with an axial force generation mechanism includes one or twoconforming bends placed toward the end segments of the wire. In someembodiments, the conforming bends have a radius that is between about110% to 190% of the radius of a roller cage that cooperates with thetorsion spring in the axial force generation mechanism. In oneembodiment, one or both of the conforming bends have an arc lengthdefined by angle that is between 0 to 90 degrees, or 0 to 60 degrees, or0 to 30 degrees.

These and other inventive embodiments will become apparent to those ofordinary skill in the relevant technology based on the followingdetailed description and the corresponding figures, which are brieflydescribed next.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a cross-sectional view of one embodiment of a CVT.

FIG. 2 is a partially exploded cross-sectional view of the CVT of FIG.1.

FIG. 3 is a cross-sectional view of a second embodiment of a CVT.

FIG. 4 is a partially exploded cross-sectional view of the CVT of FIG.3.

FIG. 5 a is a side view of a splined input disc driver that can be usedin a CVT.

FIG. 5 b is a front view of the disc driver of FIG. 5 a.

FIG. 6 a is a side view of a splined input disc that can be used in aCVT.

FIG. 6 b is a front view of the splined input disc of FIG. 6 a.

FIG. 7 is a cam roller disc that can be used with a CVT.

FIG. 8 is a stator that can be used with a CVT.

FIG. 9 is a perspective view of a scraping spacer that can be used witha CVT.

FIG. 10 is a sectional view of a shifter assembly that can be used in aCVT.

FIG. 11 is a perspective view of a ball-leg assembly for use in a CVT.

FIG. 12 is a perspective view of a cage that can be used in a ball-typeCVT.

FIG. 13 is a cross-sectional view of another embodiment of a CVT.

FIG. 14 is a perspective view of a bicycle hub using an embodiment of aCVT.

FIG. 15 is a top elevational view of various assemblies of an embodimentof a CVT incorporated in the bicycle hub of FIG. 14.

FIG. 16 is a partially exploded, perspective view of certain assembliesof the CVT of FIG. 15.

FIG. 17 is a top elevational view of certain assemblies of the CVT ofFIG. 15.

FIG. 18 is a sectional view along section A-A of the assemblies of FIG.17.

FIG. 19 is a perspective view of one embodiment of a shift cam assemblythat can be used with the CVT of FIG. 15.

FIG. 20 is a top elevational view of the shift cam assembly of FIG. 19.

FIG. 21 is a sectional view B-B of the shift cam assembly of FIG. 20.

FIG. 22 is perspective view of a cage assembly that can be used with theCVT of FIG. 15.

FIG. 23 is a front elevational view of the cage assembly of FIG. 22.

FIG. 24 is a right side elevational view of the cage assembly of FIG.22.

FIG. 25 is a partially exploded, front elevational view of certain axialforce generation components for the CVT of FIG. 15.

FIG. 26 is a cross-sectional view along section C-C of the CVTcomponents shown in FIG. 25.

FIG. 27 is an exploded perspective view of a mating input shaft andtorsion disc that can be used with the CVT of FIG. 15.

FIG. 28 is a perspective view of the torsion disc of FIG. 27.

FIG. 29 is a left side elevational view of the torsion disc of FIG. 28.

FIG. 30 is a front elevation view of the torsion disc of FIG. 28.

FIG. 31 is a right side elevational view of the torsion disc of FIG. 28.

FIG. 32 is a sectional view along section D-D of the torsion disc ofFIG. 31.

FIG. 33 is a perspective view of the input shaft of FIG. 27.

FIG. 34 is a left side elevational view of the input shaft of FIG. 33.

FIG. 35 is a top side elevational view of the input shaft of FIG. 33.

FIG. 36 is a perspective view of a load cam disc that can be used withthe CVT of FIG. 15.

FIG. 37 is a top side elevational view of a ball and axle assembly thatcan be used with the CVT of FIG. 15.

FIG. 38 is a cross-sectional view along section E-E of the ball and axleassembly of FIG. 37.

FIG. 39 is a top elevational view of the bicycle hub of FIG. 14.

FIG. 40 is a cross-sectional view along section F-F of the hub of FIG.39 showing certain components of the bicycle hub of FIG. 14 and the CVTof FIG. 15.

FIG. 41 is a perspective view of a main shaft that can be used with theCVT of FIG. 15.

FIG. 42 is a top side elevational view of the main shaft of FIG. 41.

FIG. 43 is a section view along section G-G of the main shaft of FIG.42.

FIG. 44 is a top elevational view of an alternative embodiment of a CVTthat can be used with the bicycle hub of FIG. 14.

FIG. 45 is a cross-sectional view along section H-H of the CVT of FIG.44.

FIG. 46 is a sectional view of a CVT that can be used with the bicyclehub of FIG. 14.

FIG. 47 is a cross-section of yet another embodiment of a continuouslyvariable transmission (CVT).

FIG. 48A is a detail view C, of the cross-section shown in FIG. 47,showing generally a variator subassembly.

FIG. 48B is a perspective view of certain components of the CVT, shownin FIG. 47, generally illustrating a cage subassembly of the variatorsubassembly.

FIG. 48C is a perspective, cross-sectional view of certain components ofthe variator subassembly shown in FIG. 48A.

FIG. 48D is a cross-section of one embodiment of an idler subassemblyfor the CVT shown in FIG. 47.

FIG. 48E is a perspective, exploded view of the idler assembly of FIG.48D.

FIG. 48F is a cross-section of one embodiment of the idler subassemblyof FIG. 48D as implemented with other components of the CVT shown inFIG. 47.

FIG. 48G is a perspective view of the CVT components shown in FIG. 48F.

FIG. 49A is a detail view D, of the cross-section shown in FIG. 47,generally illustrating a power input means subassembly.

FIG. 49B is a perspective, cross-sectional view of certain CVTcomponents shown in FIG. 49A.

FIG. 49C is a cross-sectional view of certain components of the powerinput means subassembly shown in FIG. 49A.

FIG. 49D is a perspective, exploded view of the CVT components shown inFIG. 49C.

FIG. 49E is a perspective, exploded view of certain components of thepower input means subassembly shown in FIG. 49A.

FIG. 50A is a detail view E, of the cross-section shown in FIG. 47,generally showing an input side axial force generation subassembly.

FIG. 50B is an exploded, perspective view of various components of theaxial force generation subassembly of FIG. 50A.

FIG. 51 is a detail view F, of the cross-section shown in FIG. 47,generally showing an output side axial force generation subassembly.

FIG. 52A is a perspective view of a power roller-leg subassembly thatmay be used with the variator subassembly of FIG. 47.

FIG. 52B is a cross-sectional view of the power roller-leg subassemblyshown in FIG. 52A.

FIG. 53 is a cross-sectional view of a power roller that may be usedwith the power roller-leg subassembly of FIG. 52A.

FIGS. 54A-54C show perspective, cross-sectional, and top views of apower roller axle that may be used with the power roller-leg subassemblyof FIG. 52A.

FIG. 55 is a cross-sectional view of an alternative embodiment of apower roller axle.

FIG. 56A is an exploded, perspective view of a leg subassembly that maybe used with the power roller-leg subassembly of FIG. 52A.

FIG. 56B is a cross-sectional view of the leg subassembly of FIG. 56A.

FIG. 57A is a perspective view of the right side of a stator plate thatcan be used with the cage subassembly of FIG. 48B.

FIG. 57B is a perspective view of the left side of the stator plate ofFIG. 57A.

FIG. 57C is a plan view of the left side of the stator plate of FIG.57A.

FIG. 57D is a cross-sectional view, along the section line I-I, of thestator plate of FIG. 57C.

FIG. 57E is a detail view H, of the plan view shown in FIG. 57C,generally showing a stator plate slot offset.

FIG. 58A is a perspective view of the right side of an alternativestator plate.

FIG. 58B is a perspective view of the left side of the stator plate ofFIG. 58A.

FIG. 58C is a plan view of the left side of the stator plate of FIG.58A.

FIG. 58D is a cross-sectional view, along the section line J-J, of thestator plate of FIG. 58C.

FIG. 58E is a detail view I, of the plan view shown in FIG. 58C,generally showing a stator plate slot offset.

FIG. 59 is a cross-sectional view of a stator rod as may be used withthe cage subassembly of FIG. 48B.

FIGS. 60A-60C are perspective, cross-sectional, and plan views of ashift rod nut as may be used with the variator subassembly of FIG. 48A.

FIGS. 61A-61B are perspective and plan views of a shift rod as may beused with the variator subassembly of FIG. 48A.

FIG. 62A is a perspective view of a traction ring as may be used withthe variator subassembly of FIG. 48A.

FIG. 62B is a plan view of the left side of the traction ring shown inFIG. 62A.

FIG. 62C is a front side, plan view of the traction ring shown in FIG.62A.

FIG. 62D is a cross-sectional view of the traction ring shown in FIG.62A.

FIG. 62E is a detail, cross-sectional view, of the traction ring shownin FIG. 62A.

FIG. 63A is a plan view of the right side of a torsion spring that maybe used with the axial force generation subassemblies of FIG. 50A orFIG. 51.

FIG. 63B is a plan view of the front of a torsion spring in its relaxedstate.

FIG. 63C is a detail view J of the torsion spring of FIG. 63B.

FIG. 63D is a plan view of the front of a torsion spring in a partiallywound state, as the torsion spring may be while housed in a tractionring and a roller cage.

FIG. 63E is a detail view K of the torsion spring of FIG. 63D.

FIG. 63F is a plan view of the front of a torsion spring in asubstantially completely wound state, as the torsion spring may be whilehoused in a traction ring and a roller cage.

FIG. 64A is perspective view of a roller cage as may be used with theaxial force generation subassemblies of FIG. 50A or FIG. 51.

FIG. 64B is a cross-sectional view of the roller cage of FIG. 64A.

FIG. 64C is a plan view of the roller cage of FIG. 64A.

FIG. 64D is a detail view L of the cross-section of the roller cageshown in FIG. 64B.

FIG. 64E is a plan view of a certain state of an axial force generationand/or preloading subassembly as may be used with the axial forcegeneration subassemblies of FIG. 50A or FIG. 51.

FIG. 64F is a cross-sectional view, along section line K-K, of thesubassembly shown in FIG. 64E.

FIG. 64G is a plan view of a different state of the axial forcegeneration and/or preloading subassembly of FIG. 64E.

FIG. 64H is a cross-sectional view, along section line L-L, of thesubassembly shown in FIG. 64G.

FIG. 65A is a detail view G, of the cross-section shown in FIG. 47,generally showing a shifter interface subassembly for a CVT.

FIG. 65B is a plan view of a shift rod retainer as may be used with theshifter interface subassembly of FIG. 65A.

FIG. 65C is as cross-sectional view of the shift rod retainer of FIG.65B.

FIG. 65D is a plan view of the front side of an alternative shift rodretainer nut.

FIG. 65E is a plan view of the left side of the shift rod retainer nutof FIG. 65D.

FIG. 65F is a cross-sectional view of the shift rod retainer nut of FIG.65D.

FIG. 65G is a plan view of the back side of the shift rod retainer nutof FIG. 65D.

FIG. 65H is a plan view of the front side of yet another alternativeshift rod retainer nut.

FIG. 65J is a plan view of the left side of the shift rod retainer nutof FIG. 65H.

FIG. 65K is a cross-sectional view of the shift rod retainer nut of FIG.65H.

FIG. 66A is a plan view of the front side of a main axle that can beused with the CVT shown in FIG. 47.

FIG. 66B is a plan view of the top side of the main axle of FIG. 66A.

FIG. 66C is a cross-sectional view, along the section line M-M, of themain axle of FIG. 66B.

FIG. 66D is a detail view M of the main axle shown in FIG. 66A.

FIG. 67A is a perspective view of a power input driver that may be usedwith the CVT of FIG. 47.

FIG. 67B is a second perspective view of the input driver of FIG. 67A.

FIG. 67C is a plan view of the back side of the input driver of FIG.67B.

FIG. 67D is a plan view of the right side of the input driver of FIG.67B.

FIG. 67E is a cross-sectional view of the input driver of FIG. 67D.

FIG. 68A is a perspective view of a torsion plate that may be used withthe CVT of FIG. 47.

FIG. 68B is a plan view of the torsion plate of FIG. 68A.

FIG. 69A is a perspective view of a power input means subassembly thatincludes a power input driver and a torsion plate.

FIG. 69B is a plan view of the power input means subassembly of FIG.69A.

FIG. 69C is a cross-sectional view of the power input means subassemblyof FIG. 69A.

FIG. 70A is a perspective view of a cam driver that may be used with theCVT of FIG. 47.

FIG. 70B is a plan view of the cam driver of FIG. 70A.

FIG. 70C is a cross-sectional view of the cam driver of FIG. 70B.

FIG. 71A is a perspective view of a freewheel that may be used with theCVT of FIG. 47.

FIG. 71B is a plan view of the front side of the freewheel of FIG. 71A.

FIG. 71C is a plan view of the top side of the freewheel of FIG. 71B.

FIG. 72A is a perspective view of a hub shell that can be used with theCVT of FIG. 47.

FIG. 72B is a cross-sectional view of the hub shell of FIG. 72A.

FIG. 72C is a detail view N of the hub shell of FIG. 72B.

FIG. 72D is a detail view P of the hub shell of FIG. 72B.

FIG. 73 is a perspective view of an alternative hub shell.

FIG. 74 is a perspective view of yet another hub shell.

FIG. 75A is a perspective view of a hub shell cover that can be usedwith the CVT of FIG. 47.

FIG. 75B is a second perspective view of the hub shell cover of FIG.75A.

FIG. 75C is a plan view of the front side of the hub shell cover of FIG.75A.

FIG. 75D is a cross-sectional view, along the section line N-N, of thehub shell cover of FIG. 75C.

FIG. 75E is detail view Q of the cross-sectional view shown in FIG. 75D.

FIG. 75F is a plan view of the left side of the hub shell cover of FIG.75A.

FIG. 75G is a detail view R of the cross-sectional view shown in FIG.75F.

FIG. 76A is a perspective view of an alternative hub shell cover thatcan be used with the CVT of FIG. 47.

FIG. 76B is a plan view of the front side of the hub shell cover of FIG.76A.

FIG. 76C is a cross-sectional view, along the section line P-P, of thehub shell cover of FIG. 76B.

FIG. 76D is detail view S of the cross-sectional view shown in FIG. 76C.

FIG. 76E is a plan view of the left side of the hub shell cover of FIG.76A.

FIG. 76F is a detail view T of the plan view shown in FIG. 76E.

FIG. 77 is a cross-section of one embodiment of an idler and shift camassembly.

FIG. 78 is a cross-section of the idler and shift cam assembly of FIG. 1along with a ball-leg assembly.

FIG. 79A is a perspective view of an alternative embodiment of an idlerand shift cam assembly.

FIG. 79B is an exploded view of the idler and shift cam assembly of FIG.79A.

FIG. 79C is a cross-sectional view of the idler and shift cam assemblyof FIG. 79B.

FIG. 79D is a second cross-sectional view of the idler and shift camassembly of FIG. 3B.

FIG. 80A is a perspective view of an alternative embodiment of an idlerand shift cam assembly.

FIG. 80B is an exploded view of the idler and shift cam assembly of FIG.80A.

FIG. 80C is a cross-sectional view of the idler and shift cam assemblyof FIG. 80B.

FIG. 80D is a second cross-sectional view of the idler and shift camassembly of FIG. 80B.

FIG. 81A is a perspective view of yet another embodiment of an idler andshift cam assembly.

FIG. 81B is an exploded view of the idler and shift cam assembly of FIG.81A.

FIG. 81C is a cross-sectional view of the idler and shift cam assemblyof FIG. 81B.

FIG. 81D is a second cross-sectional view of the idler and shift camassembly of FIG. 81B.

FIG. 82A is a perspective view of another alternative embodiment of anidler and shift cam assembly.

FIG. 82B is an exploded view of the idler and shift cam assembly of FIG.82A.

FIG. 82C is a cross-sectional view of the idler and shift cam assemblyof FIG. 82B.

FIG. 82D is a second cross-sectional view of the idler and shift camassembly of FIG. 82B.

FIG. 83A is a perspective view of a shifter quick release subassemblythat can be used with embodiments of the CVTs described here.

FIG. 83B is an exploded, perspective view of the shifter quick releasesubassembly of FIG. 83A.

FIG. 83C is a plan view of a backing plate as may be used with theshifter quick release subassembly of FIG. 83A.

FIG. 83D is a cross-sectional view, along the section line Q-Q, of thebacking plate of FIG. 83C.

FIG. 84A is a cross-sectional view of a shifter interface subassemblythat can be used with embodiments of the CVTs described here.

FIG. 84B is a plan view of a pulley that can be used with the shifterinterface subassembly of FIG. 84A.

FIG. 84C is a cross-sectional view, along the section line R-R, of thepulley of FIG. 84B.

FIG. 84D is plan view of an indexing plate that can be used with theshifter interface subassembly of FIG. 84A.

FIG. 84E is a plan view of a shift rod nut that can be used with theshifter interface subassembly of FIG. 84A.

FIG. 85A is a perspective view of a power input means subassembly thatcan be used with embodiments of the CVTs described here.

FIG. 85B is a plan view of the power input means subassembly of FIG.85A.

FIG. 85C is a perspective view of a torque transfer key that can be usedwith the power input means subassembly of FIG. 85A.

FIG. 85D is a plan view of the torque transfer key of FIG. 85C.

FIG. 85E is a perspective view of an input driver that can be used withthe power input means subassembly of FIG. 85A.

FIG. 86 is a partial cross-sectional view of yet another embodiment of aCVT.

FIG. 87 is an exploded, partial cut-away view of certain components andsubassemblies of the CVT of FIG. 86.

FIG. 88 is a cross-sectional view of an idler subassembly for a CVT.

FIG. 89 is a perspective view of a hub shell for a CVT.

FIG. 90 is a cross-sectional view of the hub shell of FIG. 89.

FIG. 91 is a sectional view of yet another embodiment of a hub shell.

FIG. 92 is an exploded view of a hub shell cover for a CVT.

FIG. 93 is a cross-sectional view of the hub shell cover subassembly ofFIG. 92.

FIG. 94 is a front side, elevational view of the hub shell cover of FIG.92.

FIG. 95 is a cross-sectional view along section line AA-AA of the hubshell cover of FIG. 94.

FIG. 96 is a cross-sectional view along section line BB-BB of the hubshell cover of FIG. 94.

FIG. 97 is a detail view A1 of the hub shell cover of FIG. 95.

FIG. 98 is a detail view A2 of the hub shell cover of FIG. 94.

FIG. 99 is a second perspective view of the shell cover of FIG. 94.

FIG. 100 is a perspective view of an output drive ring that can be usedwith the hub shell cover of FIG. 99.

FIG. 101 is an elevational view of a hub shell and a hub shell cover fora CVT.

FIG. 102 is a perspective view of a locking tab that can be used withthe hub shell and hub shell cover of FIG. 101.

FIG. 103 is an elevational, front side view of the locking tab of FIG.102.

FIG. 104 is a cross-sectional view along line CC-CC of the hub shellcover and hub shell of FIG. 101.

FIG. 105 is a perspective view of a CVT having a hub shell cover with ashield.

FIG. 106 is a perspective view of a CVT having a hub shell cover with adisc brake adapter.

FIG. 107 is a perspective view of a disc brake adapter kit for a CVT.

FIG. 108 is a front, elevational view of a disc brake adapter that canbe used with the kit of FIG. 107.

FIG. 109 is a back, elevational view of the disc brake adapter of FIG.108.

FIG. 110 is a cross-sectional view along line DD-DD of the disc brakeadapter of FIG. 109.

FIG. 111 is a perspective view of a shield that can be used with the kitof FIG. 107.

FIG. 112 is a side, elevational view of the shield of FIG. 111.

FIG. 113 is a cross-sectional view of the shield of FIG. 111.

FIG. 114 is a perspective view of a shield that can be used with the hubshell cover of FIG. 105.

FIG. 115 is a cross-sectional view of the shield of FIG. 114.

FIG. 116 is a perspective view of an idler bushing that can be used withthe idler assembly of a CVT.

FIG. 117 is an elevational view of the idler bushing of FIG. 116.

FIG. 118 is a cross-sectional view of the idler busing of FIG. 117.

FIG. 119 is a perspective view of a shift rod nut that can be used withthe idler assembly of a CVT.

FIG. 120 is an elevational view of the shift rod nut of FIG. 119.

FIG. 121 is a front, elevational view of a shift cam for a CVT.

FIG. 122 is a side, elevational view of the shift cam of FIG. 121.

FIG. 123 is a cross-sectional view along the line EE-EE of the shift camof FIG. 121.

FIG. 124 is a detail view A3 of the shift cam of FIG. 121.

FIG. 125 is a table of values for a shift cam profile for the shift camof FIG. 121.

FIG. 126 is a perspective view of a traction ring for a CVT.

FIG. 127 is a front side, elevational view of the ring of FIG. 126.

FIG. 128 is a side, elevational view of the ring of FIG. 126.

FIG. 129 is an exaggerated, detail view A4 of a ramp profile that can beused with the traction ring of FIG. 126.

FIG. 130 is a cross-sectional view of the traction ring of FIG. 126.

FIG. 131 is a view of an uncoiled torsion spring for use with a CVT.

FIG. 132 is a perspective view of the torsion spring of FIG. 131.

FIG. 133 is a detail view A5 of the torsion spring of FIG. 132.

FIG. 134 is a detail view A6 of the torsion spring of FIG. 132.

FIG. 135 is a perspective view of an input driver for use with a CVT.

FIG. 136 is a side view of the input driver of FIG. 135.

FIG. 137 is a cross-sectional view of the input driver of FIG. 135.

FIG. 138 is a second sectional view of the input driver of FIG. 135.

FIG. 139 is a perspective view of a torsion plate for use with a CVT.

FIG. 140 is a front view of the torsion plate of FIG. 139.

FIG. 141 is a detail view of the torsion plate of FIG. 140.

FIG. 142 is perspective view of an input assembly for a CVT.

FIG. 143 is a sectional view of the input assembly of FIG. 142.

FIG. 144 is a perspective view of a roller axle for use with a CVT.

FIG. 145 is an elevational view of the roller axle of FIG. 144.

FIG. 146 is a cross-sectional view of the roller axel of FIG. 145.

FIG. 147 is a perspective view of a freewheel for use with a CVT.

FIG. 148 is a front, elevational view of the freewheel of FIG. 147.

FIG. 149 is plan view of yet another torsion spring for use with a CVT.

FIG. 150 is a plan view of a torsion spring, in a roller cage retainer,without the conforming bends of the torsion spring of FIG. 149.

FIG. 151 is a plan view of the torsion spring of FIG. 149 in a rollercage retainer.

DETAILED DESCRIPTION OF CERTAIN INVENTIVE EMBODIMENTS

The preferred embodiments will now be described with reference to theaccompanying figures, wherein like numerals refer to like elementsthroughout. The terminology used in the description presented herein isnot intended to be interpreted in any limited or restrictive mannersimply because it is being utilized in conjunction with a detaileddescription of certain specific embodiments of the invention.Furthermore, embodiments of the invention may include several novelfeatures, no single one of which is solely responsible for its desirableattributes or which is essential to practicing the inventions hereindescribed. The CVT embodiments described here are generally of the typedisclosed in U.S. Pat. Nos. 6,241,636; 6,419,608; 6,689,012; and7,011,600. The entire disclosure of each of these patents is herebyincorporated herein by reference.

As used here, the terms “operationally connected,” “operationallycoupled”, “operationally linked”, “operably connected”, “operablycoupled”, “operably linked,” and like terms, refer to a relationship(mechanical, linkage, coupling, etc.) between elements whereby operationof one element results in a corresponding, following, or simultaneousoperation or actuation of a second element. It is noted that in usingsaid terms to describe inventive embodiments, specific structures ormechanisms that link or couple the elements are typically described.However, unless otherwise specifically stated, when one of said terms isused, the term indicates that the actual linkage or coupling may take avariety of forms, which in certain instances will be obvious to a personof ordinary skill in the relevant technology.

For description purposes, the term “radial” is used here to indicate adirection or position that is perpendicular relative to a longitudinalaxis of a transmission or variator. The term “axial” as used here refersto a direction or position along an axis that is parallel to a main orlongitudinal axis of a transmission or variator. For clarity andconciseness, at times similar components labeled similarly (for example,control piston 582A and control piston 582B) will be referred tocollectively by a single label (for example, control pistons 582).

Referencing FIG. 1 now, it illustrates a spherical-type CVT 100 that canchange input to output speed ratios. The CVT 100 has a central shaft 105extending through the center of the CVT 100 and beyond two rear dropouts10 of the frame of a bicycle. A first cap nut 106 and second cap nut107, each located at a corresponding end of the central shaft 105,attach the central shaft 105 to the dropouts. Although this embodimentillustrates the CVT 100 for use on a bicycle, the CVT 100 can beimplemented on any equipment that makes use of a transmission. Forpurposes of description, the central shaft 105 defines a longitudinalaxis of the CVT that will serve as a reference point for describing thelocation and or motion of other components of the CVT. As used here, theterms “axial,” “axially,” “lateral,” “laterally,” refer to a position ordirection that is coaxial or parallel with the longitudinal axis definedby the central shaft 105. The terms “radial” and “radially” refer tolocations or directions that extend perpendicularly from thelongitudinal axis.

Referring to FIGS. 1 and 2, the central shaft 105 provides radial andlateral support for a cage assembly 180, an input assembly 155 and anoutput assembly 160. In this embodiment, the central shaft 105 includesa bore 199 that houses a shift rod 112. As will be described later, theshift rod 112 actuates a speed ratio shift in the CVT 100.

The CVT 100 includes a variator 140. The variator 140 can be anymechanism adapted to change the ratio of input speed to output speed. Inone embodiment, the variator 140 includes an input disc 110, an outputdisc 134, tiltable ball-leg assemblies 150 and an idler assembly 125.The input disc 110 may be a disc mounted rotatably and coaxially aboutthe central shaft 105. At the radial outer edge of the input disc 110,the disc extends at an angle to a point where it terminates at a contactsurface 111. In some embodiments, the contact surface 111 can be aseparate structure, for example a ring that attaches to the input disc110, which would provide support for the contact surface 111. Thecontact surface 111 may be threaded, or press fit, into the input disc110 or it can be attached with any suitable fasteners or adhesives.

The output disc 134 can be a ring that attaches, by press fit orotherwise, to an output hub shell 138. In some embodiments, the inputdisc 110 and the output disc 134 have support structures 113 that extendradially outward from contact surfaces 111 and that provide structuralsupport to increase radial rigidity, to resist compliance of those partsunder the axial force of the CVT 100, and to allow axial forcemechanisms to move radially outward, thereby reducing the length of theCVT 100. The input disc 110 and the output disc 134 can have oil ports136, 135 to allow lubricant in the variator 140 to circulate through theCVT 100.

The hub shell 138 in some embodiments is a cylindrical tube rotatableabout the central shaft 105. The hub shell 138 has an inside that housesmost of the components of the CVT 100 and an outside adapted to connectto whatever component, equipment or vehicle uses the CVT. Here theoutside of the hub shell 138 is configured to be implemented on abicycle. However, the CVT 100 can be used in any machine where it isdesirable to adjust rotational input and output speeds.

Referring to FIGS. 1, 2, 10 and 11 a CVT may include a ball-leg assembly150 for transmitting torque from the input disc 110 to the output disc134 and varying the ratio of input speed to output speed. In someembodiments, the ball-leg assembly 150 includes a ball 101, a ball axle102, and legs 103. The axle 102 can be a generally cylindrical shaftthat extends through a bore formed through the center of the ball 101.In some embodiments, the axle 102 interfaces with the surface of thebore in the ball 101 via needle or radial bearings that align the ball101 on the axle 102. The axle 102 extends beyond the sides of the ball101 where the bore ends so that the legs 103 can actuate a shift in theposition of the ball 101. Where the axle 102 extends beyond the edge ofthe ball 101, it couples to the radial outward end of the legs 103. Thelegs 103 are radial extensions that tilt the ball axle 102.

The axle 102 passes through a bore formed in the radially outward end ofa leg 103. In some embodiments, the leg 103 has chamfers where the borefor the axle 102 passes through the legs 103, which provides for reducedstress concentration at the contact between the side of the leg 103 andthe axle 102. This reduced stress increases the capacity of the ball-legassembly 150 to absorb shifting forces and torque reaction. The leg 103can be positioned on the axle 102 by clip rings, such as e-rings, or canbe press fit onto the axle 102; however, any other type of fixationbetween the axle 102 and the leg 103 can be utilized. The ball-legassembly 150 can also include leg rollers 151, which are rollingelements attached to each end of a ball axle 102 and provide for rollingcontact of the axle 102 as it is aligned by other parts of the CVT 100.In some embodiments, the leg 103 has a cam wheel 152 at a radiallyinward end to help control the radial position of the leg 103, whichcontrols the tilt angle of the axle 102. In yet other embodiments, theleg 103 couples to a stator wheel 1105 (see FIG. 11) that allows the leg103 to be guided and supported in the stators 800 (see FIG. 8). As shownin FIG. 11, the stator wheel 1105 may be angled relative to thelongitudinal axis of the leg 103. In some embodiments, the stator wheel1105 is configured such that its central axis intersects with the centerof the ball 101.

Still referring to FIGS. 1, 2, 10 and 11, in various embodiments theinterface between the balls 101 and the axles 102 can be any of thebearings described in other embodiments below. However, the balls 101are fixed to the axles in other embodiments and rotate with the balls101. In some such embodiments, bearings (not shown) are positionedbetween the axles 102 and the legs 103 such that the transverse forcesacting on the axles 102 are reacted by the legs 103 as well as, oralternatively, the cage (described in various embodiments below). Insome such embodiments, the bearing positioned between the axles 102 andthe legs 103 are radial bearings (balls or needles), journal bearings orany other type of bearings or suitable mechanism or means.

With reference to FIGS. 1, 2, 3, 4 and 10, the idler assembly 125 willnow be described. In some embodiments, the idler assembly 125 includesan idler 126, cam discs 127, and idler bearings 129. The idler 126 is agenerally cylindrical tube. The idler 126 has a generally constant outerdiameter; however, in other embodiments the outer diameter is notconstant. The outer diameter may be smaller at the center portion thanat the ends, or may be larger at the center and smaller at the ends. Inother embodiments, the outer diameter is larger at one end than at theother and the change between the two ends may be linear or non-lineardepending on shift speed and torque requirements.

The cam discs 127 are positioned on either or both ends of the idler 126and interact with the cam wheels 152 to actuate the legs 103. The camdiscs 127 are convex in the illustrated embodiment, but can be of anyshape that produces a desired motion of the legs 103. In someembodiments, the cam discs 127 are configured such that their axialposition controls the radial position of the legs 103, which governs theangle of tilt of the axles 102.

In some embodiments, the radial inner diameter of the cam discs 127extends axially toward one another to attach one cam disc 127 to theother cam disc 127. Here, a cam extension 128 forms a cylinder about thecentral shaft 105. The cam extension 128 extends from one cam disc 127to the other cam disc 127 and is held in place there by a clip ring, anut, or some other suitable fastener. In some embodiments, one or bothof the cam discs 127 are threaded onto the cam disc extension 128 to fixthem in place. In the illustrated embodiment, the convex curve of thecam disc 127 extends axially away from the axial center of the idlerassembly 125 to a local maximum, then radially outward, and back axiallyinward toward the axial center of the idler assembly 125. This camprofile reduces binding that can occur during shifting of the idlerassembly 125 at the axial extremes. Other cam shapes can be used aswell.

In the embodiment of FIG. 1, a shift rod 112 actuates a transmissionratio shift of the CVT 100. The shift rod 112, coaxially located insidethe bore 199 of the central shaft 105, is an elongated rod having athreaded end 109 that extends out one side of the central shaft 105 andbeyond the cap nut 107. The other end of the shift rod 112 extends intothe idler assembly 125 where it contains a shift pin 114, which mountsgenerally transversely in the shift rod 112. The shift pin 114 engagesthe idler assembly 125 so that the shift rod 112 can control the axialposition of the idler assembly 125. A lead screw assembly 115 controlsthe axial position of the shift rod 112 within the central shaft 105. Insome embodiments, the lead screw assembly 125 includes a shift actuator117, which may be a pulley having a set of tether threads 118 on itsouter diameter with threads on a portion of its inner diameter to engagethe shift rod 112. The lead screw assembly 115 may be held in its axialposition on the central shaft 105 by any means, and here is held inplace by a pulley snap ring 116. The tether threads 118 engage a shifttether (not shown). In some embodiments, the shift tether is a standardshift cable, while in other embodiments the shift tether can be anytether capable of supporting tension and thereby rotating the shiftpulley 117.

Referring to FIGS. 1 and 2, the input assembly 155 allows torquetransfer into the variator 140. The input assembly 155 has a sprocket156 that converts linear motion from a chain (not shown) into rotationalmotion. Although a sprocket is used here, other embodiments of the CVT100 may use a pulley that accepts motion from a belt, for example. Thesprocket 156 transmits torque to an axial force generating mechanism,which in the illustrated embodiment is a cam loader 154 that transmitsthe torque to the input disc 110. The cam loader 154 includes a cam disc157, a load disc 158 and a set of cam rollers 159. The cam loader 154transmits torque from the sprocket 156 to the input disc 110 andgenerates an axial force that resolves into the contact force for theinput disc 110, the balls 101, the idler 126 and the output disc 134.The axial force is generally proportional to the amount of torqueapplied to the cam loader 154. In some embodiments, the sprocket 156applies torque to the cam disc 157 via a one-way clutch (detail notshown) that acts as a coasting mechanism when the hub 138 spins but thesprocket 156 is not supplying torque. In some embodiments, the load disc158 may be integral as a single piece with the input disc 157. In otherembodiments, the cam loader 154 may be integral with the output disc134.

In FIGS. 1 and 2, the internal components of the CVT 100 are containedwithin the hub shell 138 by an end cap 160. The end cap 160 is agenerally flat disc that attaches to the open end of the hub shell 138and has a bore through the center to allow passage of the cam disc 157,the central shaft 105 and the shift rod 112. The end cap 160 attaches tothe hub shell 138 and serves to react the axial force created by the camloader 154. The end cap 160 can be made of any material capable ofreacting the axial force such as for example, aluminum, titanium, steel,or high strength thermoplastics or thermoset plastics. The end cap 160fastens to the hub shell 138 by fasteners (not shown); however, the endcap 160 can also thread into, or can otherwise be attached to, the hubshell 138. The end cap 160 has a groove formed about a radius on itsside facing the cam loader 154 that houses a preloader 161. Thepreloader 161 can be a spring that provides and an initial clamp forceat very low torque levels. The preloader 161 can be any device capableof supplying an initial force to the cam loader 154, and thereby to theinput disc 134, such as a spring, or a resilient material like ano-ring. The preloader 161 can be a wave-spring as such springs can havehigh spring constants and maintain a high level of resiliency over theirlifetimes. Here the preloader 161 is loaded by a thrust washer 162 and athrust bearing 163 directly to the end cap 160. In this embodiment, thethrust washer 162 is a typical ring washer that covers the groove of thepreloader 161 and provides a thrust race for the thrust bearing 163. Thethrust bearing 163 may be a needle thrust bearing that has a high levelof thrust capacity, improves structural rigidity, and reduces tolerancerequirements and cost when compared to combination thrust radialbearings; however, any other type of thrust bearing or combinationbearing can be used. In certain embodiments, the thrust bearing 163 is aball thrust bearing. The axial force developed by the cam loader 154 isreacted through the thrust bearing 163 and the thrust washer 162 to theend cap 160. The end cap 160 attaches to the hub shell 138 to completethe structure of the CVT 100.

In FIGS. 1 and 2, a cam disc bearing 172 holds the cam disc 157 inradial position with respect to the central shaft 105, while an end capbearing 173 maintains the radial alignment between the cam disc 157 andthe inner diameter of the end cap 160. Here the cam disc bearing 172 andthe end cap bearing 173 are needle roller bearings; however, other typesof radial bearings can be used as well. The use of needle rollerbearings allow increased axial float and accommodates binding momentsdeveloped by the rider and the sprocket 156. In other embodiments of theCVT 100 or any other embodiment described herein, each of or either ofthe can disc bearing 172 and the end cap bearing 173 can also bereplaced by a complimentary pair of combination radial-thrust bearings.In such embodiments, the radial thrust bearings provide not only theradial support but also are capable of absorbing thrust, which can aidand at least partially unload the thrust bearing 163.

Still referring to FIGS. 1 and 2, an axle 142, being a support membermounted coaxially about the central shaft 105 and held between thecentral shaft 105 and the inner diameter of the closed end of the hubshell 138, holds the hub shell 138 in radial alignment with respect tothe central shaft 105. The axle 142 is fixed in its angular alignmentwith the central shaft 105. Here a key 144 fixes the axle 142 in itsangular alignment, but the fixation can be by any means known to thoseof skill in the relevant technology. A radial hub bearing 145 fitsbetween the axle 142 and the inner diameter of the hub shell 138 tomaintain the radial position and axial alignment of the hub shell 138.The hub bearing 145 is held in place by an encapsulating axle cap 143.The axle cap 143 is a disc having a central bore that fits aroundcentral shaft 105 and here attaches to the hub shell 138 with fasteners147. A hub thrust bearing 146 fits between the hub shell 138 and thecage 189 to maintain the axial positioning of the cage 189 and the hubshell 138.

FIGS. 3, 4 and 10 illustrate a CVT 300, which is an alternativeembodiment of the CVT 100 described above. Many of the components aresimilar between the CVT 100 embodiments described above and that of thepresent figures. Here, the angles of the input and output discs 310, 334respectively are decreased to allow for greater strength to withstandaxial forces and to reduce the overall radial diameter of the CVT 300.This embodiment shows an alternate shifting mechanism, where the leadscrew mechanism to actuate axial movement of the idler assembly 325 isformed on the shift rod 312. The lead screw assembly is a set of leadthreads 313 formed on the end of the shift rod 312 that is within ornear the idler assembly 325. One or more idler assembly pins 314 extendradially from the cam disc extensions 328 into the lead threads 313 andmove axially as the shift rod 312 rotates.

In the illustrated embodiment, the idler 326 does not have a constantouter diameter, but rather has an outer diameter that increases at theends of the idler 326. This allows the idler 326 to resist forces of theidler 326 that are developed through the dynamic contact forces andspinning contact that tend to drive the idler 326 axially away from acenter position. However, this is merely an example and the outerdiameter of the idler 326 can be varied in any manner a designer desiresin order to react the spin forces felt by the idler 326 and to aid inshifting of the CVT 300.

Referring now to FIGS. 5 a, 5 b, 6 a, and 6 b, a two part disc is madeup of a splined disc 600 and a disc driver 500. The disc driver 500 andthe splined disc 600 fit together through splines 510 formed on the discdriver 500 and a splined bore 610 formed in the splined disc 600. Thesplines 510 fit within the splined bore 610 so that the disc driver 500and the splined disc 600 form a disc for use in the CVT 100, CVT 300, orany other spherical CVT. The splined disc 600 provides for compliance inthe system to allow the variator 140, 340 to find a radial equilibriumposition to reduce sensitivity to manufacturing tolerances of thecomponents of a variator 140, 340.

FIG. 7 illustrates a cam disc 700 that can be used in the CVT 100, CVT300, other spherical CVTs or any other type of CVT. The cam disc 700 hascam channels 710 formed in its radial outer edge. The cam channels 710house a set of cam rollers (not shown) which in this embodiment arespheres (such as bearing balls) but can be any other shape that combineswith the shape of the cam channel 710 to convert torque into torque andaxial force components to moderate the axial force applied to thevariator 140, 340 in an amount proportional to the torque applied to theCVT. Other such shapes include cylindrical rollers, barreled rollers,asymmetrical rollers or any other shape. The material used for the camdisc channels 710 in many embodiments is preferably strong enough toresist excessive or permanent deformation at the loads that the cam disc700 will experience. Special hardening may be needed in high torqueapplications. In some embodiments, the cam disc channels 710 are made ofcarbon steel hardened to Rockwell hardness values above 40 HRC. Theefficiency of the operation of the cam loader (154 of FIG. 1, or anyother type of cam loader) can be affected by the hardness value,typically by increasing the hardness to increase the efficiency;however, high hardening can lead to brittleness in the cam loadingcomponents and can incur higher cost as well. In some embodiments, thehardness is above 50 HRC, while in other embodiments the hardness isabove 55 HRC, above 60 HRC and above 65 HRC.

FIG. 7 shows an embodiment of a conformal cam. That is, the shape of thecam channel 710 conforms to the shape of the cam rollers. Since thechannel 710 conforms to the roller, the channel 710 functions as abearing roller retainer and the requirement of a cage element isremoved. The embodiment of FIG. 7 is a single direction cam disc 700;however, the cam disc can be a bidirectional cam as in the CVT 1300 (seeFIG. 13). Eliminating the need for a bearing roller retainer simplifiesthe design of the CVT. A conformal cam channel 710 also allows thecontact stress between the bearing roller and the channel 710 to bereduced, allowing for reduced bearing roller size and/or count, or forgreater material choice flexibility.

FIG. 8 illustrates a cage disc 800 used to form the rigid supportstructure of the cage 189 of the variators 140, 340 in spherical CVTs100, 300 (and other types). The cage disc 800 is shaped to guide thelegs 103 as they move radially inward and outward during shifting. Thecage disc 800 also provides the angular alignment of the axles 102. Insome embodiments, the corresponding grooves of two cage discs 800 for arespective axle 102 are offset slightly in the angular direction toreduce shift forces in the variators 140 and 340.

Legs 103 are guided by slots in the stators. Leg rollers 151 on the legs103 follow a circular profile in the stators. The leg rollers 151generally provide a translational reaction point to counteracttranslational forces imposed by shift forces or traction contact spinforces. The legs 103 as well as its respective leg rollers 151 move inplanar motion when the CVT ratio is changed and thus trace out acircular envelope which is centered about the ball 101. Since the legrollers 151 are offset from the center of the leg 103, the leg rollers151 trace out an envelope that is similarly offset. To create acompatible profile on each stator to match the planar motion of the legrollers 151, a circular cut is required that is offset from the groovecenter by the same amount that the roller is offset in each leg 103.This circular cut can be done with a rotary saw cutter; however, itrequires an individual cut at each groove. Since the cuts areindependent, there is a probability of tolerance variation from onegroove to the next in a single stator, in addition to variation betweenstators. A method to eliminate this extra machining step is to provide asingle profile that can be generated by a lath turning operation. Atoroidal-shaped lathe cut can produce this single profile in one turningoperation. The center of the toroidal cut is adjusted away from thecenter of the ball 101 position in a radial direction to compensate foroffset of the leg rollers 103.

Referring now to FIGS. 1, 9 and 12, an alternative embodiment of a cageassembly 1200 is illustrated implementing a lubrication enhancinglubricating spacer 900 for use with some CVTs where spacers 1210 supportand space apart two cage discs 1220. In the illustrated embodiment, thesupport structure for the power transmission elements, in this case thecage 389, is formed by attaching input and output side cage discs 1220to a plurality of spacers 1210, including one or more lubricatingspacers 900 with cage fasteners 1230. In this embodiment, the cagefasteners 1230 are screws but they can be any type of fastener orfastening method. The lubricating spacer 900 has a scraper 910 forscraping lubricant from the surface of the hub shell 138 and directingthat lubricant back toward the center elements of the variator 140 or340. The lubricating spacer 900 of some embodiments also has passages920 to help direct the flow of lubricant to the areas that most utilizeit. In some embodiments, a portion of the spacer 900 between thepassages 920 forms a raised wedge 925 that directs the flow of lubricanttowards the passages 920. The scraper 910 may be integral with thespacer 900 or may be separate and made of a material different from thematerial of the scraper 910, including but not limited to rubber toenhance scraping of lubricant from the hub shell 138. The ends of thespacers 1210 and the lubricating spacers 900 terminate in flange-likebases 1240 that extend perpendicularly to form a surface for mating withthe cage discs 1220. The bases 1240 of the illustrated embodiment aregenerally flat on the side facing the cage discs 1240 but are rounded onthe side facing the balls 101 so as to form the curved surface describedabove that the leg rollers 151 ride on. The bases 1240 also form thechannel in which the legs 103 ride throughout their travel.

An embodiment of a lubrication system and method will now be describedwith reference to FIGS. 3, 9, and 10. As the balls 101 spin, lubricanttends to flow toward the equators of the balls 101, and the lubricant isthen sprayed out against the hub shell 138. Some lubricant does not fallon the internal wall of the hub shell 138 having the largest diameter;however, centrifugal force makes this lubricant flow toward the largestinside diameter of the hub shell 138. The scraper 910 is positionedvertically so that it removes lubricant that accumulates on the insideof the hub shell 138. Gravity pulls the lubricant down each side ofV-shaped wedge 925 and into the passages 920. The spacer 900 is placedsuch that the inner radial end of the passages 920 end in the vicinityof the cam discs 127 and the idler 126. In this manner, the idler 126and the cam discs 127 receive lubrication circulating in the hub shell138. In one embodiment, the scraper 910 is sized to clear the hub shell138 by about 30 thousandths of an inch. Of course, depending ondifferent applications, the clearance could be greater or smaller.

As shown in FIGS. 3 and 10, a cam disc 127 can be configured so that itsside facing the idler 226 is angled in order to receive lubricantfalling from the passages 920 and direct the lubricant toward the spacebetween the cam disc 127 and the idler 226. After lubricant flows ontothe idler 226, the lubricant flows toward the largest diameter of theidler 226, where some of the lubricant is sprayed at the axles 102. Someof the lubricant falls from the passages 920 onto the idler 226. Thislubricant lubricates the idler 226 as well as the contact patch betweenthe balls 101 and the idler 226. Due to the inclines on each side of theidler 226, some of the lubricant flows centrifugally out toward theedges of the idler 226, where it then sprays out radially.

Referring to FIGS. 1, 3 and 10, in some embodiments, lubricant sprayedfrom the idler 126, 226 towards the axle 102 falls on grooves 345, whichreceive the lubricant and pump it inside the ball 101. Some of thelubricant also falls on the contact surface 111 where the input disc 110and output disc 134 contact the balls 101. As the lubricant exits on oneside of the ball 101, the lubricant flows toward the equator of theballs 101 under centrifugal force. Some of this lubricant contacts theinput disc 110 and ball 101 contact surface 111 and then flows towardthe equator of the ball 101. Some of the lubricant flows out radiallyalong a side of the output disc 134 facing away from the balls 101. Insome embodiments, the input disc 110 and/or output disc 134 are providedwith lubrication ports 136 and 135, respectively. The lubrication ports135, 136 direct the lubrication toward the largest inside diameter ofthe hub shell 138.

FIG. 13 illustrates an embodiment of a CVT 1300 having two cam-loaders1354 that share the generation and distribution of axial force in theCVT 1300. Here, the cam loaders 1354 are positioned adjacent to theinput disc 1310 and the output disc 1334. The CVT 1300 illustrates howtorque can be supplied either via the input disc 1310 and out throughthe output disc 1334 or reversed so that torque is input through theoutput disc 1334 and output through the input disc 1310.

FIG. 14 depicts a bicycle hub 1400 configured to incorporate inventivefeatures of embodiments of the CVTs described here. Several componentsof the hub 1400 are the same as components described above; hence,further description of such components will be limited. The hub 1400includes a hub shell 138 that couples to a hub cap 1460. In someembodiments, the hub 1400 also includes an end cap 1410 that seals theend of the hub shell 138 opposite the hub cap 1460. The hub shell 138,the hub cap 1460, and the end cap 1410 are preferably made of materialsthat provide structural strength and rigidity. Such materials include,for example, steel, aluminum, magnesium, high-strength plastics, etc. Insome embodiments, depending on the specific requirements of a givenapplication of the technology, other materials might be appropriate. Forexample, the hub shell 138 may be made from composites, thermo plastics,thermoset plastics, etc.

Referring now to FIG. 14, the illustrated hub 1400 houses in itsinterior embodiments of the CVTs presented herein. A main shaft 105supports the hub 1400 and provides for attachment to the dropouts 10 ofa bicycle or other vehicle or equipment. The main shaft 105 of thisembodiment is described in further detail with reference to FIGS. 41-43.In some embodiments, as illustrated in FIGS. 15-18, a CVT 1500 includesa shifting mechanism that incorporates a rod 112 with a threaded end109. Nuts 106 and 107 lock the dropouts 10 to the main shaft 105. In theembodiment of FIG. 14, the hub 1400 includes a freewheel 1420 that isoperationally coupled to an input shaft (see FIG. 33 and FIG. 40) fortransferring a torque input into the CVT 1500. It should be noted thatalthough various embodiments and features of the CVTs described here arediscussed with reference to a bicycle application, through readilyrecognizable modifications the CVTs and features thereof can be used inany vehicle, machine or device that uses a transmission.

With reference to FIGS. 15 and 16, in one embodiment the CVT 1500 has aninput disc 1545 for transferring torque to a set of spherical tractionrollers (here shown as balls 101). FIG. 16 is a partially exploded viewof the CVT 1500. The balls 101 transfer the torque to an output disc1560. One ball 101 is illustrated in this embodiment to provide clarityin illustrating the various features of the CVT 1500, however, variousembodiments of the CVT employ anywhere from 2 to 16 balls 101 or moredepending on the torque, weight and size requirements of each particularapplication. Different embodiments use either 2, 3, 4, 5, 6, 7, 8, 9,10, 11, 12, 13, 14, 15, 16 or more balls 101. An idler 1526, mountedcoaxially about the main shaft 105, contacts and provides support forthe balls 101 and maintains their radial position about the main shaft105. The input disc 1545 of some embodiments has lubrication ports 1590to facilitate circulation of lubricant in the CVT 1500.

Referring additionally to FIGS. 37-38, the ball 101 spins on an axle3702. Legs 103 and shift cams 1527 cooperate to function as levers thatactuate a shift in the position of the axle 3702, which shift results ina tilting of the ball 101 and, thereby, a shift in the transmissionratio as already explained above. A cage 1589 (see FIGS. 22-24) providesfor support and alignment of the legs 103 as the shift cams 1527 actuatea radial motion of the legs 103. In one embodiment, the cage includesstators 1586 and 1587 that are coupled by stator spacers 1555. In otherembodiments, other cages 180, 389, 1200 are employed.

Referring additionally to FIGS. 41-43, in the illustrated embodiment,the cage 1589 mounts coaxially and nonrotatably about the main shaft105. The stator 1586 rigidly attaches to a flange 4206 of the main shaft105 in this embodiment. An additional flange 1610 holds the stator 1587in place. A key 1606 couples the flange 1610 to the main shaft 105,which has a key seat 1608 for receiving the key 1606. Of course, theperson of ordinary skill in the relevant technology will readilyrecognize that there are many equivalent and alternative methods forcoupling the main shaft 105 to the flange 1610, or coupling the stators1586, 1587 to the flanges 1620, 4206. In certain embodiments, the mainshaft 105 includes a shoulder 4310 that serves to axially position andconstrain the flange 1610.

The end cap 1410 mounts on a radial bearing 1575, which itself mountsover the flange 1610. In one embodiment, the radial bearing 1575 is anangular contact bearing that supports loads from ground reaction andradially aligns the hub shell 138 to the main shaft 105. In someembodiments, the hub 1400 includes seals at one or both ends of the mainshaft 105. For example, here the hub 1400 has a seal 1580 at the endwhere the hub shell 138 and end cap 1410 couple together. Additionally,in order to provide an axial force preload on the output side and tomaintain axial position of the hub shell 138, the hub 1400 may includespacers 1570 and a needle thrust bearing (not shown) between the stator1587 and the radial bearing 1575. The spacers 1570 mount coaxially aboutthe flange 1610. In some embodiments, the needle thrust bearing may notused, and in such cases the radial bearing 1575 may be an angularcontact bearing adapted to handle thrust loads. The person of ordinaryskill in the relevant technology will readily recognize alternativemeans to provide the function of carrying radial and thrust loads thatthe spacers 1570, needle thrust bearing, and radial bearing provide.

Still referring to FIGS. 14, 15 and 16, in the embodiment illustrated, avariator 1500 for the hub 1400 includes an input shaft 1505 thatoperationally couples at one end to a torsion disc 1525. The other endof the input shaft 1505 operationally couples to the freewheel 1420 viaa freewheel carrier 1510. The torsion disc 1525 is configured totransfer torque to a load cam disc 1530 having ramps 3610 (see FIG. 36).The load cam disc 1530 transfers torque and axial force to a set ofrollers 2504 (see FIG. 25), which act upon a second load cam disc 1540.The input disc 1545 couples to the second load cam disc 1540 to receivetorque and axial force inputs. In some embodiments, the rollers 2504 areheld in place by a roller cage 1535.

As is well known, many traction-type CVTs utilize a clamping mechanismto prevent slippage between the balls 101 and the input disc 1545 and/oroutput disc 1560 when transmitting certain levels of torque. Provisionof a clamping mechanism is sometimes referred to here as generating anaxial force, or providing an axial force generator. The configurationdescribed above of the load cam disc 1530 acting in concert with theload cam 1540 through the rollers 2504 is one such axial forcegenerating mechanism. However, as the axial force generating device orsub-assembly generates axial force in a CVT, reaction forces are alsoproduced that are reacted in the CVT itself in some embodiments.Referring additionally to FIGS. 25 and 26, in the embodiment illustratedof the CVT 1500, the reaction forces are reacted at least in part by athrust bearing having first and second races 1602 and 1603,respectively. In the illustrated embodiment, the bearing elements arenot shown but may be balls, rollers, barreled rollers, asymmetricalrollers or any other type of rollers. Additionally, in some embodiments,one or both of the races 1602 are made of various bearing race materialssuch as steel, bearing steel, ceramic or any other material used forbearing races. The first race 1602 butts up against the torsion disc1525, and the second race 1603 butts up against the hub cap 1460. Thehub cap 1460 of the illustrated embodiment helps to absorb the reactionforces that the axial force mechanism generates. In some embodiments,axial force generation involves additionally providing preloaders, suchas one or more of an axial spring such as a wave spring 1515 or atorsion spring 2502 (see description below for FIG. 25).

Referring to FIGS. 15-18, 22-24 and 43, certain subassemblies of the CVT1500 are illustrated. The stator 1586 mounts on a shoulder 4208 of themain shaft 105 and butts up against the flange 4206 of the main shaft105. The stator 1587 mounts on a shoulder 1810 of the flange 1610. Here,screws (not shown) attach the flange 4206 to the stator 1586 and attachthe flange 1610 to the stator 1587, however, in other embodiments thestator 1587 threads onto the shoulder 1810, although the stator 1587 canbe attached by any method or means to the shoulder 1810. Because theflanges 1610 and 4206 are nonrotatably fixed to main shaft 105, the cage1589 made of the stators 1586 and 1587, among other things, attachesnonrotatably in this embodiment to the main shaft 105. The statorspacers 1555 provide additional structural strength and rigidity to thecage 1589. Additionally, the stator spacers 1555 aid in implementing theaccurate axial spacing between stators 1586 and 1587. The stators 1586and 1587 guide and support the legs 103 and axles 3702 through guidegrooves 2202.

Referring now to FIGS. 15-21, 37, 38, the ball 101 spins about the axle3702 and is in contact with an idler 1526. Bearings 1829, mountedcoaxially about the main shaft 105, support the idler 1526 in its radialposition, which bearings 1829 may be separate from or integral with theidler 1526. A shift pin 114, controlled by the shift rod 112, actuatesan axial movement of the shift cams 1527. The shift cams 1527 in turnactuate legs 103, functionally resulting in the application of a leveror pivoting action upon the axle 3702 of the ball 101. In someembodiments, the CVT 1500 includes a retainer 1804 that keeps the shiftpin 114 from interfering with the idler 1526. The retainer 1804 can be aring made of plastic, metal, or other suitable material. The retainer1804 fits between the bearings 1829 and mounts coaxially about a shiftcam extension 1528.

FIGS. 19-21 show one embodiment of the shift cams 1527 for theillustrated CVT 1500. Each shift cam disc 1572 has a profile 2110 alongwhich the legs 103 ride. Here the profile 2110 has a generally convexshape. Usually the shape of the profile 2110 is determined by thedesired motion of the legs 103, which ultimately affects the shiftperformance of the CVT 1500. Further discussion of shift cam profiles isprovided below. As shown, one of the shift cam discs 1527 has anextension 1528 that mounts about the main shaft 105. The extension 1528of the illustrated embodiment is sufficiently long to extend beyond theidler 1526 and couple to the other shift cam disc 1527. Coupling here isprovided by a slip-fit and a clip. However, in other embodiments, theshift cams 1527 can be fastened to each other by threads, screws,interference fit, or any other connection method. In some embodiments,the extension 1528 is provided as an extension from each shift cam 1527.The shift pin 114 fits in a hole 1910 that goes through the extension1528. In some embodiments, the shift cams 1527 have orifices 1920 toimprove lubrication flow through the idler bearings 1829. In someembodiments, the idler bearings 1829 are press fit onto the extension1528. In such embodiments, the orifices 1920 aid in removing the idlerbearings 1829 from the extension 1528 by allowing a tool to pass throughthe shift cams 1527 and push the idler bearings 1829 off the extension1528. In certain embodiments, the idler bearings 1829 are angle contactbearings, while in other embodiments they are radial bearings or thrustbearings or any other type of bearing. Many materials are suitable formaking the shift cams 1527. For example, some embodiments utilize metalssuch as steel, aluminum, and magnesium, while other embodiments utilizeother materials, such as composites, plastics, and ceramics, whichdepend on the conditions of each specific application.

The illustrated shift cams 1527 are one embodiment of a shift camprofile 2110 having a generally convex shape. Shift cam profiles usuallyvary according to the location of the contact point between the idler1526 and the ball-leg assembly 1670 (see FIG. 16) as well as the amountof relative axial motion between the ball 101 and the idler 1526.

Referring now to the embodiment illustrated in FIGS. 16, and 18-21, theprofile of shift cams 1527 is such that axial translation of the idler1526 relative to the ball 101 is proportional to the change of the angleof the axis of the ball 101. The angle of the axis of the ball 101 isreferred to herein as “gamma.” The applicant has discovered thatcontrolling the axial translation of the idler 1526 relative to thechange in gamma influences CVT ratio control forces. For example, in theillustrated CVT 1500, if the axial translation of the idler 1526 islinearly proportional to a change in gamma, the normal force at theshift cams 1527 and ball-leg interface is generally parallel to the axle3702. This enables an efficient transfer of horizontal shift forces to ashift moment about the ball-leg assembly 1670.

A linear relation between idler translation and gamma is given as idlertranslation is the mathematical product of the radius of the balls 101,the gamma angle and RSF (i.e., idler translation=ball radius*gammaangle*RSF), where RSF is a roll-slide factor. RSF describes thetransverse creep rate between the ball 101 and the idler 126. As usedhere, “creep” is the discrete local motion of a body relative toanother. In traction drives, the transfer of power from a drivingelement to a driven element via a traction interface requires creep.Usually, creep in the direction of power transfer is referred to as“creep in the rolling direction.” Sometimes the driving and drivenelements experience creep in a direction orthogonal to the powertransfer direction, in such a case this component of creep is referredto as “transverse creep.” During CVT operation, the ball 101 and idler1526 roll on each other. When the idler is shifted axially (i.e.,orthogonal to the rolling direction), transverse creep is imposedbetween the idler 1526 and the ball 101. An RSF equal to 1.0 indicatespure rolling. At RSF values less than 1.0, the idler 1526 translatesslower than the ball 101 rotates. At RSF values greater than 1.0, theidler 1526 translates faster than the ball 101 rotates.

Still referring to the embodiments illustrated in FIGS. 16, and 18-21,the applicant has devised a process for layout of the cam profile forany variation of transverse creep and/or location of the interfacebetween the idler 1526 and the ball-leg assembly 1570. This processgenerates different cam profiles and aids in determining the effects onshift forces and shifter displacement. In one embodiment, the processinvolves the use of parametric equations to define a two-dimensionaldatum curve that has the desired cam profile. The curve is then used togenerate models of the shift cams 127. In one embodiment of the process,the parametric equations of the datum curve are as follows:

theta=2*GAMMA_MAX*t−GAMMA_MAX

x=LEG*sin(theta)−0.5*BALL_(—) DIA*RSF*theta*pi/180+0.5*ARM*cos(theta)

y=LEG*cos(theta)−0.5*ARM*sin(theta)

z=0

The angle theta varies from minimum gamma (which in some embodiments is−20 degrees) to maximum gamma (which in some embodiments is +20degrees). GAMMA_MAX is the maximum gamma. The parametric range variable“t” varies from 0 to 1. Here “x” and “y” are the center point of the camwheel 152 (see FIG. 1). The equations for x and y are parametric. “LEG”and “ARM” define the position of the interface between the ball-legassembly 1670 and the idler 1526 and shift cams 1527. More specifically,LEG is the perpendicular distance between the axis of the ball axle 3702of a ball-leg assembly 1670 to a line that passes through the centers ofthe two corresponding cam wheels 152 of that ball-leg assembly 1570,which is parallel to the ball axle 3702. ARM is the distance betweencenters of the cam wheels 152 of a ball-leg-assembly 1670.

RSF values above zero are preferred. The CVT 100 demonstrates anapplication of RSF equal to about 1.4. Applicant discovered that an RSFof zero dramatically increases the force required to shift the CVT.Usually, RSF values above 1.0 and less than 2.5 are preferred.

Still referring to the embodiments illustrated in FIGS. 16, and 18-21,in the illustrated embodiment of a CVT 100, there is a maximum RSF for amaximum gamma angle. For example, for gamma equals to +20 degrees an RSFof about 1.6 is the maximum. RSF further depends on the size of the ball101 and the size of the idler 1526, as well as the location of the camwheel 152.

In terms of energy input to shift the CVT, the energy can be input as alarge displacement and a small force (giving a large RSF) or a smalldisplacement and a large force (giving a small RSF). For a given CVTthere is a maximum allowable shift force and there is a maximumallowable displacement. Hence, a trade off offers designers variousdesign options to be made for any particular application. An RSF greaterthan zero reduces the required shift force by increasing the axialdisplacement necessary to achieve a desired shift ratio. A maximumdisplacement is determined by limits of the particular shiftingmechanism, such as a grip or trigger shift in some embodiments, which insome embodiments can also be affected or alternatively affected by thepackage limits for the CVT 100.

Energy per time is another factor. Shift rates for a given applicationmay require a certain level of force or displacement to achieve a shiftrate depending on the power source utilized to actuate the shiftmechanism. For example, in certain applications using an electric motorto shift the CVT, a motor having a high speed at low torque would bepreferred in some instances. Since the power source is biased towardspeed, the RSF bias would be toward displacement. In other applicationsusing hydraulic shifting, high pressure at low flow may be more suitablethan low pressure at high flow. Hence, one would choose a lower RSF tosuit the power source depending on the application.

Idler translation being linearly related to gamma is not the onlydesired relation. Hence, for example, if it is desired that the idlertranslation be linearly proportional to CVT ratio, then the RSF factoris made a function of gamma angle or CVT ratio so that the relationbetween idler position and CVT ratio is linearly proportional. This is adesirable feature for some types of control schemes.

FIGS. 22-24 show one example of a cage 1589 that can be used in the CVT1500. The illustrated cage 1589 has two stators 1586 and 1587 coupled toeach other by a set of stator spacers 1555 (only one is shown forclarity). The stator spacers 1555 in this embodiment fasten to the outerperiphery of the stators 1586 and 1587. Here screws attach the spacers1555 to the stators 1586 and 1587. However, the stators 1586 and 1587and the spacers 1555 can be configured for other means of attachment,such as press fitting, threading, or any other method or means. In someembodiments, one end of the spacers 1555 is permanently affixed to oneof the stators 1586 or 1587. In some embodiments, the spacers 1555 aremade of a material that provides structural rigidity. The stators 1586and 1587 have grooves 2202 that guide and support the legs 103 and/orthe axles 3702. In certain embodiments, the legs 103 and/or axles 3702have wheels (item 151 of FIG. 11 or equivalent of other embodiments)that ride on the grooves 2202.

FIG. 24 shows a side of the stator 1586 opposite to the grooves 2202 ofthe stator 1586. In this embodiment, holes 2204 receive the screws thatattach the stator spacers 1555 to the stator 1586. Inner holes 2210receive the screws that attach the stator 1586 to the flange 4206 of themain shaft 105. To make some embodiments of the stator 1586 lighter,material is removed from it as shown as cutouts 2206 in this embodiment.For weight considerations as well as clearance of elements of theball-leg assembly 1670, the stator 1586 may also include additionalcutouts 2208 as in this embodiment.

The embodiments of FIGS. 25, 26 and 36 will now be referenced todescribe one embodiment of an axial force generation mechanism that canbe used with the CVT 1500 of FIG. 15. FIGS. 25 and 26 are partiallyexploded views. The input shaft 1505 imparts a torque input to thetorsion disc 1525. The torsion disc 1525 couples to a load cam disc 1530that has ramps 3610. As the load cam disc 1530 rotates, the ramps 3610activate the rollers 2504, which ride up the ramps 3610 of the secondload cam disc 1540. The rollers 2504 then wedge in place, pressedbetween the ramps of the load cam discs 1530 and 1540, and transmit bothtorque and axial force from the load cam disc 1530 to the load cam disc1540. In some embodiments, the CVT 1500 includes a roller retainer 1535to ensure proper alignment of the rollers 2504. The rollers 2504 may bespherical, cylindrical, barreled, asymmetrical or other shape suitablefor a given application. In some embodiments, the rollers 2504 each haveindividual springs (not shown) attached to the roller retainer 1535 orother structure that bias the rollers 2504 up or down the ramps 3610 asmay be desired in some applications. The input disc 1545 in theillustrated embodiment is configured to couple to the load cam disc 1540and receive both the input torque and the axial force. The axial forcethen clamps the balls 101 between the input disc 1545, the output disc1560, and the idler 1526.

In the illustrated embodiment, the load cam disc 1530 is fastened to thetorsion disc 1525 with dowel pins. However, other methods of fasteningthe load cam disc 1530 to the torsion disc 1525 can be used. Moreover,in some embodiments, the load cam disc 1530 is integral with the torsiondisc 1525. In other embodiments, the torsion disc 1525 has the ramps3610 machined into it to make a single unit for transferring torque andaxial force. In the embodiment illustrated, the load cam disc 1540couples to the input disc 1545 with dowel pins. Again, any othersuitable fastening method can be used to couple the input disc 1545 tothe load cam disc 1540. In some embodiments, the input disc 1545 and theload cam disc 1540 are an integral unit, effectively as if the ramps3610 were built into the input disc 1545. In yet other embodiments, theaxial force generating mechanism may include only one set of ramps 3610.That is, one of the load cam discs 1530 or 1540 does not have the ramps3610, but rather provides a flat surface for contacting the rollers2504. Similarly, where the ramps are built into the torsion disc 1525 orthe input disc 1545, one of them may not include the ramps 3610. In loadcam discs 1530, 1540 in both embodiments having ramps on both or on onlyone disc, the ramps 3610 and the flat surface on discs without ramps canbe formed with a conformal shape conforming to the rollers 2504 surfaceshape to partially capture the rollers 2504 and to reduce the surfacestress levels.

In some embodiments, under certain conditions of operation, a preloadaxial force to the CVT 1500 is desired. By way of example, at low torqueinput it is possible for the input disc 1545 to slip on the balls 101,rather than to achieve frictional traction. In the embodimentillustrated in FIGS. 25 and 26, axial preload is accomplished in part bycoupling a torsion spring 2502 to the torsion disc 1525 and the inputdisc 1545. One end of the torsion spring 2502 fits into a hole 2930 (seeFIG. 29) of the torsion disc 1545, while the other end of the torsionspring 2502 fits into a hole of the input disc 1545. Of course, theperson of ordinary skill in the relevant technology will readilyappreciate numerous alternative ways to couple the torsion spring 2502to the input disc 1545 and the torsion disc 1525. In other embodiments,the torsion spring 2502 may couple to the roller retainer 1535 and thetorsion disc 1525 or the input disc 1545. In some embodiments where onlyone of the torsion disc 1525 or input disc 1545 has ramps 3610, thetorsion spring 2502 couples the roller retainer 1535 to the disc withthe ramps.

Still referring to the embodiments illustrated in FIGS. 15 25 and 26, asmentioned before, in some embodiments the application of axial forcesgenerates reaction forces that are reacted in the CVT 1500. In thisembodiment of the CVT 1500, a ball thrust bearing aids in managing thereaction forces by transmitting thrust between the hub cap 1460 and thetorsion disc 1525. The thrust bearing has a race 1602 that butts againstthe hub cap 1460, which in this embodiment has a recess near its innerbore for receiving the race 1602. The second race 1603 of the thrustbearing nests in a recess of the torsion disc 1525. In some embodiments,a wave spring 1515 is incorporated between the race 1602 and the hub1460 to provide axial preload. In the illustrated embodiment, a bearing2610 radially supports the hub cap 1460.

The applicant has discovered that certain configurations of the CVT 1500are better suited than others to handle a reduction in efficiency of theCVT 1500 due to a phenomenon referred to herein as bearing dragrecirculation. This phenomenon arises when a bearing is placed betweenthe torsion disc 1525 and the hub cap 1460 to handle the reaction forcesfrom axial force generation.

In some embodiments as illustrated in FIG. 1, a needle roller bearinghaving a diameter about equal to the diameter of the load cam disc 1530is used to minimize the deflection of the end cap 160. In underdrive thespeed of the torsion disc 157 (input speed) is greater than the speed ofthe end cap 160 (output speed). In underdrive, the needle roller bearing(thrust bearing 163 in that embodiment) generates a drag torque oppositethe direction of rotation of the torsion disc 1525. This drag torqueacts on the torsion disc 1525 in the direction counter to the axialloading by the load cam disc 1530, and acts on the end cap 160 and thusthe hub shell 138 and output disc 134 in the direction of the outputtending to speed up the rotation of those components, these effectscombining to unload the cam loader 154 thereby reduce the amount ofaxial force in the CVT 1500. This situation could lead to slip betweenor among the input disc 110, balls 101, and/or output disc 134.

In overdrive the speed of the torsion disc 1525 is greater than thespeed of the end cap 160 and the needle bearing generates a drag torqueacting on the torsion disc 1525 in the direction of the rotation of thetorsion disc 1525 and acting on the end cap 160 against the outputrotation of the end cap 160. This results in an increase in the axialforce being generated in the CVT 1500. The increase in axial force thencauses the system to generate even more drag torque. This feedbackphenomenon between axial force and drag torque is what is referred tohere as bearing drag recirculation, which ultimately results in reducingthe efficiency of the CVT 100. Additionally, the drag torque actingagainst the end cap 160 acts as an additional drag on the output of theCVT 100, thereby further reducing its efficiency.

The applicant has discovered various systems and methods for minimizingefficiency losses due to bearing drag recirculation. As shown in FIGS.25, 26, and 40, instead of using a needle roller bearing configured asdescribed above, some embodiments the CVT 1500 employ a roller thrustbearing having races 1602 and 1603. Because the amount of drag torqueincreases with the diameter of the bearing used, the diameter of theraces 1602 and 1603 is less than the diameter of the axial forcegenerating load cam disc 1530 and in some embodiments is as small aspossible. The diameter of the races 1602 and 1603 could be 10, 20, 30,40, 50, 60, 70, 80, or 90 percent of the diameter of the load cam disc1530. In some embodiments, the diameter of the races 1602 and 1603 isbetween 30 and 70 percent of the diameter of the load cam disc 1530. Instill other embodiments, the diameter of the races 1602 and 1603 isbetween 40 and 60 percent of the diameter of the load cam disc 1530.

When a ball thrust bearing is used, in some embodiments the rollersand/or races are made of ceramic, the races are lubricated and/orsuperfinished, and/or the number of rollers is minimized whilemaintaining the desired load capacity. In some embodiments, deep grooveradial ball bearings or angular contact bearings may be used. Forcertain applications, the CVT 1500 may employ magnetic or air bearingsas means to minimize bearing drag recirculation. Other approaches toreducing the effects of bearing drag recirculation are discussed below,referencing FIG. 46, in connection with alternative embodiments of theinput shaft 1505 and the main shaft 105.

FIGS. 27-35 depict examples of certain embodiments of a torque inputshaft 1505 and a torsion disc 1525 that can be used with the CVT 1500 ofFIG. 15. The input shaft 1505 and the torsion disc 1525 couple via asplined bore 2710 on the torsion disc 1525 and a splined flange 2720 onthe input shaft 1525. In some embodiments, the input shaft 1505 and thetorsion plate 1525 are one piece, made either as a single unit (asillustrated in FIG. 1) or wherein the input shaft 1505 and the torsiondisc 1525 are coupled together by permanent attachment means, such aswelding or any other suitable adhesion process. In yet otherembodiments, the input shaft 1505 and the torsion disc 1525 areoperationally coupled through fasteners such as screws, dowel pins,clips or any other means or method. The particular configuration shownhere is preferable in circumstances where it is desired that the inputshaft 1505 and the torsion disc 1525 be separate parts, which can handlemisalignments and axial displacement due to load cam disc 1530 growthunder load, as well as uncouple twisting moments via the splined bore2710 and the splined shaft 2720. This configuration is also preferablein certain embodiments because it allows for lower manufacturingtolerances and, consequently, reduced manufacturing costs for a CVT.

Referencing FIGS. 16, 28-32, in the illustrated embodiment, the torsiondisc 1525 is generally a circular disc having an outer periphery 3110and a splined inner bore 2710. One side of the torsion disc 1525 has arecess 3205 that receives the race 1603 of a thrust bearing. The otherside of the torsion disc 1525 includes a seat 3210 and a shoulder 3220for receiving and coupling to the load cam disc 1530. The torsion disc1525 includes a raised surface 3230 that rises from the shoulder 3220,reaches a maximum height in a convex shape, and then falls toward theinner bore 2710. In one embodiment of the CVT 1500, the raised surface3230 partially supports and constrains the torsion spring 2502, while aset of dowel pins (not shown) helps to retain the torsion spring 2502 inplace. In such embodiments, the dowel pins are placed in holes 2920. Thetorsion disc 1525 shown here has three splines on its splined bore 2710.However, in other embodiments the splines can be 1, 2, 3, 4, 5, 6, 7, 8,9, 10, or more. In some embodiments, the number of splines is 2 to 7,and in others the number of splines is 3, 4, or 5.

In some embodiments, the torsion disc 1525 includes orifices 2910 forreceiving dowels that couple the torsion disc 1525 to the load cam disc1530. The torsion disc 1525 may also have orifices 2930 for receivingone end of the torsion spring 2502. In the illustrated embodiment,several orifices 2930 are present in order to accommodate differentpossible configurations of the torsion spring 2502 as well as to providefor adjustment of preload levels.

The torsion disc 1525 can be of any material of sufficient rigidity andstrength to transmit the torques and axial loads expected in a givenapplication. In some embodiments, the material choice is designed to aidin reacting the reaction forces that are generated. For example,hardened steels, steel, aluminum, magnesium, or other metals can besuitable depending on the application while in other applicationsplastics are suitable.

FIGS. 33-35 show an embodiment of an input torque shaft 1505 for usewith the CVT 1500. The torque input shaft 1505 consists of a hollow,cylindrical body having a splined flange 2720 at one end and a key seat3310 at the other end. In this embodiment, the key seat 3310 receives akey (not shown) that operationally couples the input shaft 1505 to afreewheel carrier 1510 (see FIGS. 14, 15), which itself couples to thefreewheel 1420. The surfaces 2720 and 3410 are shaped to mate with thesplined bore 2710 of the torsion disc 1525. Thus, concave surfaces 2720of some embodiments will preferably be equal in number to the splines inthe splined bore 2710. In some embodiments, the concave surfaces 2720may number 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 or more. In some embodiments,the concave surfaces 2720 number 2 to 7, and in others there are 3, 4,or 5 concave surfaces 2720.

As shown, the input shaft 1505 has several clip grooves that help inretaining various components, such as bearings, spacers, etc., in placeaxially. The input shaft 1505 is made of a material that can transferthe torques expected in a given application. In some instances, theinput shaft 1505 is made of hardened steel, steel, or alloys of othermetals while in other embodiments it is made of aluminum, magnesium orany plastic or composite or other suitable material.

FIG. 36 shows an embodiment of a load cam disc 1540 (alternately 1530)that can be used with the CVT 1500. The disc 1540 is generally acircular ring having a band at its outer periphery. The band is made oframps 3610. Some of the ramps 3610 have holes 3620 that receive dowelpins (not shown) for coupling the load cam disc 1530 to the torsion disc1525 or the load cam disc 1540 to the input disc 1545. In someembodiments, the ramps 3610 are machined as a single unit with the loadcam discs 1530, 1540. In other embodiments, the ramps 3610 may beseparate from a ring substrate (not shown) and are coupled to it via anyknown fixation method. In the latter instance, the ramps 3610 and thering substrate can be made of different materials and by differentmachining or forging methods. The load cam disc 1540 can be made, forexample, of metals or composites.

Referencing FIG. 37 and FIG. 38, an embodiment of an axle 3702 consistsof an elongated cylindrical body having two shoulders 3704 and a waist3806. The shoulders 3704 begin at a point beyond the midpoint of thecylindrical body and extend beyond the bore of the ball 101. Theshoulders 3704 of the illustrated embodiment are chamfered, which helpsin preventing excessive wear of the bushing 3802 and reduces stressconcentration. The ends of the axle 3702 are configured to couple tobearings or other means for interfacing with the legs 103. In someembodiments, the shoulders 3704 improve assembly of the ball-legassembly 1670 by providing a support, stop, and/or tolerance referencepoint for the leg 103. The waist 3806 in certain embodiments serves asan oil reservoir. In this embodiment, a bushing 3802 envelops the axle3702 inside the bore of the ball 101. In other embodiments, bearings areused instead of the bushing 3802. In those embodiments, the waist 3806ends where the bearings fit inside the ball 101. The bearings can beroller bearings, drawn cup needle rollers, caged needle rollers, journalbearings, or bushings. In some embodiments, it is preferred that thebearings are caged needle bearings or other retained bearings. Inattempting to utilize general friction bearings, the CVT 100, 1500 oftenfails or seizes due to a migration of the bearings or rolling elementsof the bearings along the axles 3702, 102 out of the balls 101 to apoint where they interfere with the legs 103 and seize the balls 101. Itis believed that this migration is caused by force or strain wavesdistributed through the balls 101 during operation. Extensive testingand design has lead to this understanding and the Applicant's believethat the use of caged needle rollers or other retained bearingssignificantly and unexpectedly lead to longer life and improveddurability of certain embodiments of the CVT 100, 1500. Embodimentsutilizing bushings and journal material also aid in the reduction offailures due to this phenomenon. The bushing 3802 can be replaced by,for example, a babbitt lining that coats either or both of the ball 101or axle 3702. In yet other embodiments, the axle 3702 is made of bronzeand provides a bearing surface for the ball 101 without the need forbearings, bushing, or other linings. In some embodiments, the ball 101is supported by caged needle bearings separated by a spacer (not shown)located in the middle portion of the bore of the ball 101. Additionally,in other embodiments, spacers mount on the shoulders 3704 and separatethe caged needle bearings from components of the leg 103. The axle 3702can be made of steel, aluminum, magnesium, bronze, or any other metal oralloy. In certain embodiments, the axle 3702 is made of plastic orceramic materials.

One embodiment of the main shaft 105 is depicted in FIGS. 41-43. Themain shaft 105 is an elongated body having an inner bore 4305 forreceiving a shift rod 112 (see FIGS. 16 and 40). As implemented in theCVT 1500, the main shaft 105 is a single piece axle that providessupport for many of the components of the CVT 1500. In embodiments wherea single piece axle is utilized for the main shaft 105, the main shaft105 reduces or eliminates tolerance stacks in certain embodiments of theCVT 1500. Furthermore, as compared with multiple piece axles, the singlepiece main shaft 105 provides greater rigidity and stability to the CVT1500.

The main shaft 105 also includes a through slot 4204 that receives andallows the shift pin 114 to move axially, that is, along thelongitudinal axis of the main shaft 105. The size of the slots 4204 canbe chosen to provide shift stops for selectively determining a ratiorange for a given application of the CVT 1500. For example, a CVT 1500can be configured to have a greater underdrive range than overdriverange, or vice-versa, by choosing the appropriate dimension and/orlocation of the slots 4204. By way of example, if the slot 4204 shown inFIG. 42 is assumed to provide for the full shift range that the CVT 1500is capable of, a slot shorter than the slot 4204 would reduce the ratiorange. If the slot 4204 were to be shortened on the right side of FIG.42, the underdrive range would be reduced. Conversely, if the slot 4204were to be shortened on the left side of FIG. 42, the overdrive rangewould be reduced.

In this embodiment, a flange 4206 and a shoulder 4208 extend from themain shaft 105 in the radial direction. As already described, the flange4206 and the shoulder 4208 facilitate the fixation of the stator 1586 tothe main shaft 105. In some embodiments, the bore of the stator 1586 issized to mount to the main shaft 105 such that the shoulder 4208 can bedispensed with. In other embodiments, the shoulder 4208 and/or theflange 4206 can be a separate part from the main shaft 105. In thoseinstances, the shoulder 4208 and/or flange 4206 mount coaxially aboutthe main shaft 105 and affix to it by any well known means in therelevant technology. In the embodiment depicted, the main shaft 105includes a key seat 4202 for receiving a key 1606 that rotationallyfixes the flange 1610 (see FIG. 16). The key 1606 may be a woodruff key.The main shaft 105 of some embodiments is made of a metal suitable interms of manufacturability, cost, strength, and rigidity. For example,the main shaft can be made of steel, magnesium, aluminum or other metalsor alloys.

The operation of the hub 1400 having one embodiment of the CVT 1500described above will now be described with particular reference to FIGS.39 and 40. The freewheel 1420 receives torque from a bicycle chain (notshown). Since the freewheel 1420 is fixed to the freewheel carrier 1510,the freewheel 1420 imparts the torque to the freewheel carrier 1510,which in turns transmits the torque to the input shaft 1505 via a keycoupling (not shown). The input shaft 1505, riding on needle bearings4010 and 4020 mounted on the main shaft 105, inputs the torque to thetorsion disc 1525 via the splined bore 2710 and splined surfaces 2720and 3410 of the input shaft 1505. Needle bearing 4010 is preferablyplaced near or underneath the freewheel carrier 1510 and/or freewheel1420. This placement provides appropriate support to the input shaft1505 to prevent transmission of radial loading from the freewheelcarrier 1510 as a bending load through the CVT 1400. Additionally, insome embodiments a spacer 4030 is provided between the needle bearings4010 and 4020. The spacer 4030 may be made of, for example, Teflon.

As the torsion disc 1525 rotates, the load cam disc 1530 coupled to thetorsion disc 1525 follows the rotation and, consequently, the ramps 3610energize the rollers 2504. The rollers 2504 ride up the ramps 3610 ofthe load cam disc 1540 and become wedged between the load cam disc 1530and the load cam disc 1540. The wedging of the rollers 2504 results in atransfer of both torque and axial force from the load cam disc 1530 tothe load cam disc 1540. The roller cage 1535 serves to retain therollers 2504 in proper alignment.

Because the load cam disc 1540 is rigidly coupled to the input disc1545, the load cam disc 1540 transfers both axial force and torque tothe input disc 1545, which then imparts the axial force and torque tothe balls 101 via frictional contact. As the input disc 1545 rotatesunder the torque it receives from the load cam disc 1540, the frictionalcontact between the input disc 1545 and the balls 101 forces the balls101 to spin about the axles 3702. In this embodiment, the axles 3702 areconstrained from rotating with the balls 101 about their ownlongitudinal axis; however, the axles 3702 can pivot or tilt about thecenter of the balls 101, as in during shifting.

The input disc 1545, output disc 1560, and idler 1526 are in frictionalcontact with the balls 101. As the balls 101 spin on the axles 3702, theballs 101 impart a torque to the output disc 1560, forcing the outputdisc 1560 to rotate about the shaft 105. Because the output disc 1560 iscoupled rigidly to the hub shell 138, the output disc 1560 imparts theoutput torque to the hub shell 138. The hub shell 138 is mountedcoaxially and rotatably about the main shaft 105. The hub shell 138 thentransmits the output torque to the wheel of the bicycle via well knownmethods such as spokes.

Still referring to FIGS. 39 and 40, shifting of the ratio of input speedto output speed, and consequently a shift in the ratio of input torqueto output torque, is accomplished by tilting the rotational axis of theballs 101, which requires actuating a shift in the angle of the axles3702. A shift in the transmission ratio involves actuating an axialmovement of the shift rod 112 in the main shaft 105, or in rotation ofthe shift rod 312 of FIG. 3. The shift rod 112 translates axially thepin 114, which is in contact with the shift cams 1527 via the bore 1910in the extension 1528. The axial movement of the shift pin 114 causes acorresponding axial movement of the shift cams 1527. Because the shiftcams 1527 engage the legs 103 (via cam wheels 152, for example), thelegs 103 move radially as the legs 103 move along the shift cam profile2110. Since the legs 103 are connected to the axles 3702, the legs 103act as levers that pivot the axles 3702 about the center of the balls101. The pivoting of the axles 3702 causes the balls 101 to change axisof rotation and, consequently, produce a ratio shift in thetransmission.

FIG. 44 and FIG. 45 show an embodiment of a CVT 4400 having an axialforce generating mechanism that includes one load cam disc 4440 actingon the input disc 1545 and another load cam disc 4420 acting on theoutput disc 1560. In this embodiment, the load cam discs 4440 and 4420incorporate ramps such as ramps 3610 of the load cam discs 1530 and1540. In this embodiment, neither of the input disc 1545 or the outputdisc 1560 has ramps or is coupled to discs with ramps. However, in otherembodiments, it may be desirable to provide one or both of the inputdisc 1545 or output disc 1560 with discs having ramps, or building theramps into the input disc 1545 and/or output disc 1560 to cooperate withthe load cam discs 4420, 4440. The CVT 4400 of some embodiments furtherincludes a roller retainer 4430 to house and align a set of rollers (notshown) that is between the load cam disc 4420 and the output disc 1560.In the embodiment shown, the roller retainer 4430 radially pilots on theoutput disc 1560. Similarly, there is a roller retainer 4410 between theload cam disc 4440 and the input disc 1545. The rollers and discsdescribed with reference to these embodiments can be of any type orshape as described above for previous axial force generating devices. Insome embodiments the angles of the ramps incline from the surface of thedisc at an angle that is (or is between) 1, 2, 3, 4, 5, 6, 7, 8, 9, 10,11, 12, 13, 14, 15 degrees or more or any portion between any of these.

FIG. 46 illustrates an embodiment of a CVT 1600 having an input shaft4605 and a main shaft 4625 adapted to decrease bearing dragrecirculation effects. The CVT 100 includes an axial force generator 165which generates an axial force that is reacted in part by a needleroller bearing 4620. A hub cap 4660 reacts drag torque and axial forcesfrom the needle roller bearing 4620. In other embodiments, the needleroller bearing 4620 is replaced by a ball thrust bearing and in otherembodiments the ball thrust bearing has a diameter smaller than thediameter of the needle roller bearing 4620.

In this embodiment, the main shaft 4625 has a shoulder 4650 thatprovides a reaction surface for a washer 4615, which can also be a clip,for example (all of which are integral in some embodiments). The inputshaft 4605 is fitted with an extension 1410 that reacts against abearing 4645. The bearing 4645 can be a thrust bearing. As shown, theinput shaft 4605 and driver disc (similar to the torsion disc 1525) area single piece. However, in other embodiments the input shaft 4605 maybe coupled to a torsion disc 1525, for example, by threading, keying, orother fastening means. In the illustrated embodiment, some of thereaction force arising from the generation of axial force is reacted tothe main shaft 4625, thereby reducing bearing drag recirculation. In yetanother embodiment (not shown), the extension 1410 is reacted againstangular thrust bearings that also support the input shaft 4605 on themain shaft 4625. In this latter embodiment, the shoulder 4650 and washer4615 are not required. Rather, the main shaft 4625 would be adapted tosupport and retain the angular thrust bearings.

In many embodiments described herein, lubricating fluids are utilized toreduce friction of the bearings supporting many of the elementsdescribed. Furthermore, some embodiments benefit from fluids thatprovide a higher coefficient of traction to the traction componentstransmitting torque through the transmissions. Such fluids, referred toas “traction fluids” suitable for use in certain embodiments includecommercially available Santotrac 50, 5CST AF from Ashland oil, OS#155378from Lubrizol, IVT Fluid #SL-2003B21-A from Exxon Mobile as well as anyother suitable lubricant. In some embodiments, the traction fluid forthe torque transmitting components is separate from the lubricant thatlubricates the bearings.

Additional embodiments of a continuously variable transmission, andcomponents and subassemblies therefor, will be described with referenceto FIGS. 47-85E. FIG. 47 shows a cross-section view of bicycle rearwheel hub that incorporates a continuously variable transmission (CVT)4700. As previously stated, a CVT 4700 and equivalent variants thereofmay be used in many applications other than bicycles, including but notlimited to, other human powered vehicles, light electrical vehicles,hybrid human-, electric-, or internal combustion powered vehicles,industrial equipment, wind turbines, etc. Any technical application thatrequires modulation of mechanical power transfer between an input sourceand an output load can implement embodiments of a CVT 4700 in its powertrain.

It should be noted that reference herein to “traction” does not excludeapplications where the dominant or exclusive mode of power transfer isthrough “friction.” Without attempting to establish a categoricaldifference between traction and friction drives here, generally thesemay be understood as different regimes of power transfer. Tractiondrives usually involve the transfer of power between two elements byshear forces in a thin fluid layer trapped between the elements.Typically, friction drives generally relate to transferring powerbetween two elements by frictional forces between the elements. For thepurposes of this disclosure, it should be understood that the CVT 4700may operate in both tractive and frictional applications. For example,in the embodiment where the CVT 4700 is used for a bicycle application,the CVT 4700 may operate at times as a friction drive and at other timesas a traction drive, depending on the torque and speed conditionspresent during operation.

As illustrated in FIG. 47, the CVT 4700 includes a shell or hub shell4702 that couples to a cover or hub cover 4704. The hub shell 4702 andthe hub cover 4704 form a housing that, among other things, functions toenclose most of the components of the CVT 4700. A main shaft or mainaxle 4706 provides axial and radial positioning and support for othercomponents of the CVT 4700. For descriptive purposes only, the CVT 4700can be seen as having a variator subassembly 4708 as shown in detailview C, an input means subassembly 4710 as shown in detail view D, aninput-side axial force generation means subassembly 4712 as shown indetail view E, an output-side axial force generation means subassembly4714 as shown in detail view F, and a shift rod and/or shifter interfacesubassembly 4716 as shown in detail view G. These subassemblies will nowbe described in further detail.

Referring now to FIGS. 48A-48G, in one embodiment the variatorsubassembly 4708 includes a number of traction power rollers 4802 placedin contact with an input traction ring 4810, and output traction ring4812, and a support member or idler 4814. A shift rod 4816 threads intoa shift rod nut 4818, which is located between and is adapted tointeract with shift cams 4820. An idler bushing 4832 is piloted by themain axle 4706 and interfaces with the shift rod nut 4818. A shift rodnut collar 4819 is mounted coaxially about the main axle 4706 and ispositioned between the shift cams 4820. The shift cams 4820 contact thecam rollers 4822. Each of several legs 4824 couples on one end to a camroller 4822. Another end of each leg 4824 couples to a power roller axle4826, which provides a tiltable axis of rotation for the power roller4802. In some embodiments, the power roller axles 4826 rotate freelywith respect to the legs 4824, by the use of bearings for example, butin other embodiments the power roller axles 4826 are fixed rotationallywith respect to the legs 4824. In the embodiment shown in FIG. 48A, theidler 4814 rides on bearing balls 4828 that are positioned between theidler 4814 and the shift cams 4820.

In some instances, for description purposes only, the power roller 4802,power roller axle 4826, leg 4824, and cam roller 4822 are referred tocollectively as the power roller-leg assembly 4830. Similarly, at times,the idler 4814, shift cams 4820, idler bushing 4832, shift rod nutcollar 4819, and other components related thereto, are referred tocollectively as the idler assembly 4834. As best seen in FIG. 48B, astator plate 4836 and a stator plate 4838 couple to a number of statorrods 4840 to form a cage or carrier 4842.

FIGS. 48D-48E show one embodiment of the idler assembly 4834. Inaddition to components already mentioned above, the idler assembly 4834in some embodiments includes retaining rings 4844 and thrust washers4846. The retaining rings 4844 fit in snap ring grooves of the idlerbushing 4832, and the thrust washers 4846 are positioned between theretaining rings 4844 and the shift cams 4820. In some embodiments, asshown in FIG. 48E, the ball bearings 4828 may be encased in bearingcages 4848. FIGS. 48F-48G show the idler assembly assembled on the mainaxle 4706.

Turning now to FIGS. 49A-49F, one embodiment of a power input meansassembly 4710 is depicted and will now be described. In one embodiment,the input means assembly 4710 includes a freewheel 4902 that couples toone end of an input driver 4904. In some embodiments, the freewheel 4902may be a one-way clutch, for example. A torsion plate 4906 couples toanother end of the input driver 4904. A cam driver 4908 couples to thetorsion plate 4906. In the embodiment shown, the cam driver 4908 and thetorsion plate 4906 have mating splines and the cam driver 4908 mountscoaxially with the torsion plate 4906.

In the embodiment illustrated, the input driver 4904 rides on ballbearings 4910A, 4910B. One set of ball bearings 4910A rides on a raceprovided by a bearing nut 4912. A second set of ball bearings 4910Brides on a race provided by a bearing race 4914. The bearing nut 4912and the bearing race 4914 fit over the main axle 4706. In oneembodiment, the bearing nut 4912 threads onto the main axle 4706, whilethe bearing race 4914 is pressed fit onto the main axle 4706. As shownin FIG. 49A, the input driver 4904, the bearing nut 4912, and thebearing race 4914 are configured to provide the functionality of angularcontact bearings.

The hub shell 4702 rides on a radial ball bearing 4916, which issupported on the input driver 4904. A seal 4918 is placed between thehub shell 4702 and the input driver 4904. A seal 4920 is placed betweenthe bearing race 4914 and the input driver 4904. Another seal 4921 isplaced between the input driver 4904 and the bearing nut 4912. To reactcertain axial loads that arise in the CVT 4700, interposed between thecam driver 4908 and the hub shell 4702 there is a thrust washer 4922 anda needle roller bearing 4924. In this embodiment, the hub shell 4702 isadapted to transmit torque into or out of the CVT 4700. Hence, hub shell4702, in certain embodiments, can be configured to both transfer torqueand to react axial loads, since the thrust washer 4922 and/or needleroller bearing 4924 transmit axial force to the hub shell 4702.

Referencing FIGS. 50A-50B now, one embodiment of an input-side axialforce generation means subassembly (input AFG) 4712 will be describednow. The input AFG 4712 includes a cam driver 4908 in contact with anumber of load cam rollers 6404. The load cam rollers 6404 arepositioned and supported by a roller cage 5004. The rollers 6404 alsocontact a set of ramps 6202 that are, in this embodiment, integral withthe input traction ring 4810 (see FIG. 62). As the cam driver 4908rotates about the main axle 4706, the cam driver 4908 causes the rollers6404 to ride up the ramps 6202. This roll-up action energizes therollers 6404 and thereby generates an axial force, as the rollers 6404are compressed between the cam driver 4908 and the ramps 6202. The axialforce serves to clamp or urge the input traction ring 4810 against thepower rollers 4802. In this embodiment, the axial force generated isreacted to the hub shell 4702 through a needle bearing 4924 and a thrustwasher 4922; in some embodiments, however, the thrust washer 4922 is notused, but rather an equivalent bearing race may be provided integral tothe hub shell 4702. As illustrated, the needle bearing 4924 is placedbetween the load cam driver 4908 and the thrust washer 4922.

Turning to FIG. 51 now, one embodiment of an output-side axial forcegeneration means subassembly (output AFG) 4714 is shown. A set of loadcam rollers 6405, similar to the load cam rollers 6404 discussed above,is positioned and supported in a roller cage 5005, which is similar tothe roller cage 5004. The rollers 6405 are interposed between the outputtraction ring 4812 and the hub shell cover 4704. In some embodiments, asurface 5152 of the hub shell cover 4704 is adapted as a reactionsurface upon which the roller 6405 can act. In one embodiment, thereaction surface 5152 is flat; however, in other embodiments, thereaction surface 5152 has load cam ramps, such as ramps 6202. FIG. 51shows a gap between the rollers 6405 and the hub shell cover 4704;however, after assembly of the CVT 4700, the gap closes as the torsionsprings 5002, 5003 cause the rollers 6404, 6405 to ride up ramps 6202,6203 on the input traction ring 4810 and output traction ring 4812,respectively. Once the output traction ring 4812 rotates about the mainaxle 4706 under torque transfer from the power roller 4802, the rollers6405 travel further up the ramps 6203, which generates additional axialforce as the rollers 6405 are further compressed between the outputtraction ring 4812 and the hub shell cover 4704.

FIGS. 52A-52B show one embodiment of a power roller-leg assembly 4830.The power roller-leg assembly 4830 includes the power roller 4802mounted on needle roller bearings 5202. Spacers 5204 are placed on eachend of the roller bearings 5202, with one of the spacers 5204 being inbetween the roller bearings 5202. The bearings mount on the roller axle4826, the ends of which fit in bores of the legs 4824. The ends of theroller axle 4826 extend beyond the legs 4824 and receive skew rollers5206. One end of the legs 4824 is adapted to receive cam rollers 4822.To guide the legs 4824 and support reaction forces during shifting ofthe CVT 4700, the legs 4824 may also be adapted to receive shift guiderollers 5208. As indicated, among other things, the guide rollers 5202provide a reaction point for shift forces. In one embodiment, the guiderollers 5202 react some of the shift forces to the grounded cage 4842(see FIG. 48B). Hence, the position of the guide roller 5208 on the leg4824 is primarily determined such that the guide roller 5208 can movewith the leg 4824 and simultaneously contact the reaction surfaces 5708(see FIG. 57B) of the stators plates 4836, 4838 for all tilt angles ofthe power roller axle 4826.

FIG. 53 illustrates one embodiment of a power roller 4802. In a bicycleapplication, one embodiment of a power roller 4802 is a 28 millimeter(mm) in diameter, AFBMA Grade 25, bearing quality SAE 52100, 62-65 HRCthrough hardened, bearing ball. The central bore 5302 of the powerroller 4802 is about 9 mm. In some embodiments, the surface texture ofthe power roller 4802 is about 1.6 microns maximum. In the embodimentshown, the power roller 4802 includes an angled surface 5304 at the endsof the bore 5302 to aid in assembly, improve fatigue life of the powerroller 4802, as well as to reduce damage to the edge of the bore 5302during handling, shipping, or assembly. In one embodiment, the angledsurface 5304 is angled about 30 degrees from the longitudinal edge ofthe bore 5302. One way to manufacture the power roller 4802 is to formthe bore 5302 on a relative soft material such as steel 8260, soft alloysteel 52100, or other bearing steels, then through harden or case hardenthe power roller 4802 to the desired hardness.

FIGS. 54A-54C depict one embodiment of a roller axle 4826 having agenerally cylindrical middle portion 5402 and two generally cylindricalend portions 5404A, 5404B of smaller diameter than the middle portion5402. In one embodiment, for a bicycle application for example, theroller axle 4826 is about 47-mm long from end to end. The middle portion5402 may be about 30-mm long, while the end portions 5404A, 5404B may beabout 8- or 9-mm long. It should be noted that the lengths of the endportions 5404A and 5404B need not be equal to each other. That is, theroller axle 4826 need not be symmetrical about the middle of the middleportion 5402. In one embodiment, the diameter of the middle portion 5402is about 6-mm, and the diameter of the end portions 5404A, 5404B isabout 5-mm. The roller axle 4826 may be made of alloy steel (forexample, AISI 8620, SAE 8620H, SAE 4130, SAE 4340, etc.) having asurface hardness of about 55-62 HRC, with an effective depth of at least0.5 mm.

FIG. 55 shows a cross section of a power roller axle 4827 similar to theroller axle 4826. The power roller axle 4827 features a countersinkdrill hole 5502 and a chamfer 5504. During assembly of the power rolleraxle 4827 and the skew roller 5206, the countersink drill hole 5502 canbe radially expanded to provide a retaining feature for the skew roller5206. This configuration reduces or eliminates the need for retainingrings, or other fastening means, for retaining the skew roller 5206 onthe power roller axle 4827.

FIGS. 56A-56B shows certain components of a leg assembly 5600. A legportion 4824 is adapted to receive a guide roller pin or axle 5602 in abore 5604. The guide roller axle 5602 extends beyond the ends of thebore 5604 and provides support for the shift guide rollers 5208. The legportion 4824 may be further adapted to receive a cam roller pin or axle5606 for supporting the cam roller 4822. In the embodiment illustrated,the cam roller axle 5606 does not extend beyond the edges of the legportion 4824. The leg portion 4824 has fingers or extension 5608A,5608B, each of which has a bore 5610 for receiving the cam roller axle5606. The end of the leg portion 4824 opposite to the leg extensions5608A, 5608B has a bore 5612 for receiving the roller axle 4826.

In some embodiments, the guide roller axle 5602 and the bore 5604 aresized so that the guide roller axle 5602 is free to roll on the bore5604, i.e., there is a clearance fit between the guide roller axle 5602and the bore 5604. In such embodiments, the shift guide rollers 5208 maybe press fit onto the guide roller axle 5602. Similarly, in someembodiments, the cam roller axle 5606 and the bore 5610 may be sizedrelative to one another for a clearance fit. The cam rollers 4822 may bepress fit onto the cam roller axle 5606. For certain applications, thisarrangement of letting the guide roller axle 5602 and cam roller axle5606 rotate freely, respectively, in the bores 5604, 5610, enhances thestability of the leg assembly 5600 during operation of the CVT 4700.Additionally, since the shift guide rollers 5208 and the cam roller 4822are pressed fit, respectively, onto the guide roller axle 5602 and thecam roller axle 5606, it is not necessary to secure the shift guiderollers 5208 and the cam roller 4822 to the their respective axles by,for example, retaining clips.

In one embodiment, the leg portion 4824 is about 26-mm long, about 8-mmwide, and about 6-mm thick, with the thickness being the dimensiontransverse to the longitudinal axis of the cam roller axle 5602. In someembodiments, the diameter of the bore 5612 is about 4-5 mm, and thediameters of the bores 5604 and 5610 are about 2-3 mm. In oneapplication, the leg portion 4824 can be made of an alloy steel SAE 4140HT and through hardened to HRC 27-32. In some embodiments, the legportion 4824 is made of any one of magnesium alloys, aluminum alloys,titanium alloys or other lightweight materials or alloys.

The shift cam roller 4822 can be made, in some embodiments, of prehard,alloy steel AISI 4140 RC 34. In some applications, the shift cam roller4822 can have an outer diameter of about 7-8 mm, an inner diameter ofabout 2-3 mm, and a thickness of about 3 mm, for example. The cam rolleraxle 5606 can be, for example, a dowel having a length of about 6 mm anda diameter of about 2-3 mm. In certain embodiments, the shift cam roller4822 may have a crown on its functional surface.

The guide roller axle 5602 may be made of, for example, alloy steel SAE52100 hardened through and tempered to RC 55-60, or alloy steel SAE 1060hardened through and tempered to RC 55-60, or alloy steel SAE 8620,8630, or 8640 case hardened to RC 55-60 to an effective depth of 0.2-0.8mm. In some embodiments, the guide roller axle 5602 is approximately 15mm long and has a diameter of about 2-3 mm. In certain embodiments, theshift guide rollers 5208 have about the same dimensions and materialcharacteristics as the shift cam rollers 4822.

Referencing FIG. 52A, the skew roller 5206, in some embodiments, can bemade of prehard, alloy steel AISI 4140 and hardened to HRC 27-32. Theskew roller 5206 can have an outer diameter of about 8-9 mm, an innerdiameter of about 4-5 mm, and a thickness of about 2-3 mm, for example.

Turning now to FIGS. 57A-57E, one embodiment of the stator plates 4836,4838 will now be described. In certain embodiments, the stator plates4836, 4838 are the same; hence, for purposes of description here onlyone stator plate will be considered. The stator plate 4836 is generallya plate or frame for supporting and guiding the skew rollers 5206 andthe shift guide rollers 5208. The stator plate 4836 includes an outerring 5702 having a number of through holes 5704 for receiving the statorspacers or rods 4840 (see FIG. 48B). The stator plate 4836 includes acentral bore 5706 for mounting coaxially with the main axle 4706. Insome embodiments, the central bore 5706 is adapted to be broached andretained in place by broaching surfaces on the main axle 4706 (see FIGS.66A-66D, for example). The stator plate 4836 includes surfaces 5708 thatare generally concave and are adapted to support the shift guide rollers5208 as the CVT 4700 is shifted. Additionally, the stator plate 4836 isprovided with reaction surfaces 5710, radially arranged about thecentral bore 5706, for reacting forces transmitted through the skewrollers 5206 as the CVT 4700 is in operation.

Due to torque and reaction force dynamics that arise at the powerroller-leg assembly 4830 during operation of the CVT 4700, in certainembodiments it is preferable that the reaction surfaces 5710 have acertain amount of offset in their layout about the circumferentialdirection of the stator plate 4836. In other words, referencing FIGS.57C and 57E, the straight lines 5712, 5714 that project from the edges5716, 5718 of the reaction surfaces 5710 on one side of the stator plate4836 do not coincide (that is, are offset) with the edges 5720, 5722 ofthe surfaces 5710 on the opposite side of the stator plate 4836. Theamount of offset shown in FIG. 57E is exaggerated for clarity ofdescription. In some embodiments, the amount of offset is about 0.05-0.6mm, preferably about 0.10-0.40 mm, and more preferably about 0.15, 0.17,0.20, 0.23, 0.25, 0.28, 0.30, 0.33, or 0.36 mm. In yet otherembodiments, stator offset can be accomplished by positioning theindividual stator plates 4836, 4838 angularly offset relative to oneanother. In other words, stator offset can be introduced by offsettingthe edges 5716 and 5718 of each stator plate 4836, 4838 relative to thecorresponding edges on the other stator plate 4836, 4838 by angularmisalignment of the stator plates 4836, 4838 relative to one another atthe time of assembly. In this latter approach to stator offset, it isnot necessary for either of the stator plates 4836, 4838 to have edges5716, 5718 that do not align with the edges 5720, 5722. For certainapplications, the angular offset between the stator plates 4836, 4838 isabout 0.1-05 degrees, or more preferably 0.15 to 0.40 degrees.

In one embodiment, the stator plate 4836 has an outer diameter of about92 mm and a central bore 5706 diameter of about 14-15 mm. The surfaces5708 have a torus pitch radius of about 37 mm with respect to a centralaxis of the stator plate 4836. The stator plate 4836 can be made of, forexample, alloy steel AISI 4130H, 20 RC. In some embodiments, the statorplate 4836 is made of magnesium alloys, aluminum alloys, titanium alloysor other lightweight material. For weight reduction and lubrication flowpurposes, cutouts 5724 are formed to remove material from the statorplate 4836. In some embodiments, the stator plate 4836 may be made of ahardenable alloy, such as AISI 8260, so that surfaces 5708 and surfaces5710 may be selectively hardened, for example, to 45 RC.

Shown in FIGS. 58A-58D is yet another embodiment of a stator plate 5800.Because the stator plate 5800 and the stator plate 4836 have commondesign features, those features will not be described again with respectto the stator plate 5800 but will be referenced by the same labels. Thestator plate 5800 includes shift guide surfaces 5708, skew rollersreaction surfaces 5710, central bore 5706, and material cut outs 5724.Additionally, the stator plate 5800 includes connecting extensions 5802that are formed integral with the outer ring 5702 and extendsubstantially perpendicularly from the outer ring 5702. During assembly,the connection extensions 5802 of the stator plate 5800 mate withcorresponding extensions of a matching stator plate 5800 to form a cagesimilar to the cage 4842 shown in FIG. 48B. The mating connectionextensions 5802, in one embodiment, are coupled by suitable fasteningfeatures or means, such as with dowel pins (not shown) appropriatelysized. The dowel pins fit in holes 5804 of the connecting extensions5802. In other embodiments, the connecting extensions 5802 extend fromthe stator plate 5800, for example, to a stator frame (not shown)similar to the stator plate 5800 but which has no connecting extensions5802. Rather, said stator frame is adapted to couple to the connectingextensions 5802 via suitable fastening means, for example, screws,bolts, welds, etc. In some embodiments, the stator plate 5800 has offsetsurfaces 5710, as discussed above with respect to stator plate 4836 andshown in FIG. 58C by lines 5806 and 5808.

FIG. 59 shows one embodiment of a stator rod 4840 as may be used withthe stator plates 4836 and 4838 to form the carrier 4842 (see FIG. 48B).The stator rod 4840 includes a waist portion 5902 that transitions intoshoulder portions 5904, which transition into generally cylindrical endportions 5908 that have an outer diameter that is smaller than the outerdiameter of the shoulder portions 5904. In some embodiments, the endportions 5908 are provided with a countersink hole 5908 that duringassembly can be expanded to retain the stator rods 4840 in the stators4836, 4838. In certain embodiments, the end portions 5908 are adapted tofit in the stator plate connecting holes 5704 (see FIG. 57A).

In certain applications, the stator rod 4840 can be made of alloy steelSAE 1137 with a 20 RC surface. In some embodiments, the stator rod 4840is made of magnesium alloys, aluminum alloys, titanium alloys or otherlightweight material. In some embodiments, the stator rod isapproximately 55-56 mm long, with the end portions 5908 being about 5-7mm long, and the shoulder portions 5904 being about 6-8 mm long. Thediameter of the end portions 5908 may be approximately 4.5-6.5 mm, thediameter of the shoulder portions 5908 may be about 6.5-7.5 mm, and thediameter of the waist portion 5902 may be about 3-4 mm at its narrowpoint.

FIG. 60 illustrates one embodiment of a shift rod nut 4818 that can beused with a shift rod 4816 like the one shown in FIGS. 61A-61B. In theembodiment shown, the shift rod nut 4818 is generally a rectangularprism body 6002 having a threaded bore 6004. It should be noted that theshift rod nut 4818 need not have a generally rectangular prism shape asshown, but instead can be non-symmetrical, have rounded edges, becylindrical, etc. The shift rod nut 4818 is adapted to cooperate withthe idler bushing 4832 in actuating an axial movement of the shift cams4820 (see FIG. 48A). In one embodiment, the shift rod nut 4818 isapproximately 19-20 mm long, 8-10 mm thick, and 8-10 mm wide. Thethreaded bore is about 6-8 mm in diameter, having a ¼-16 4 start acmethread, for example. In certain applications, the shift rod nut 4818 canbe made of, for example, bronze.

Referring specifically to FIGS. 61A-61B now, the shift rod 4816, in oneembodiment, is generally an elongated, cylindrical rod having onethreaded end 6102 and a splined end 6104. The threaded end 6102 isadapted to cooperate with a shift rod nut, such as for example, theshift rod nut 4818 described above. The splined end 6104 is adapted tocooperate with a shifting mechanism (not shown), such as a pulley forexample, that causes the shift rod 4816 to rotate. The shift rod 4816also includes a cylindrical middle portion 6106, a shift rod flange6108, and a shift rod neck 6110. The shift rod flange 6108 engages themain axle 4706 and a shift rod retainer nut 6502 (see FIG. 65A). Theshift rod neck 6110 is adapted to receive and support the shift rodretainer nut 6502 (see FIGS. 47 and 65A). It should be noted that themiddle portion 6106 can have shapes other than cylindrical, for example,rectangular, hexagonal, etc. In some embodiments, the shift rod 4816 maybe substantially hollow and/or be made of multiple sections suitablyfastened to one another. As shown in FIGS. 61A-61B, the shift rod 4816may be provided with a piloting tip 6112 that is adapted to, among otherthings, facilitate the engagement of the shift rod 4816 into the shiftrod nut 4818. During assembly, the piloting tip 6112 guides the threadedend 6102 of the shift rod 4816 into the bore 6004 of the shift rod nut4818.

For some applications, the shift rod 4816 is about 130 mm long, with thethreaded end 6102 being about 24-26 mm long, and the splined end beingabout 9-11 mm long. The diameter of the shift rod 4816 may be about 6-8mm. The shift rod flange 6108 of some embodiments is about 8-9 mm indiameter and about 3-4 mm thick. In some embodiments, the shift rod 4816may be made of, for example, alloy steel AISI 1137 with an HRC of 20. Insome embodiments, the stator rod 4840 is made of magnesium alloys,aluminum alloys, titanium alloys or other lightweight material.

Referencing FIGS. 62A-62E now, one embodiment of the traction rings4810, 4812 (see FIG. 48A) is shown. In the embodiment of the CVT 4700shown in FIG. 47, the input traction ring 4810 and the output tractionring 4812 are substantially similar to one another. Therefore, thefollowing description will be directed generally to a traction ring6200, which can be either or both the input traction ring 4810 and theoutput traction ring 4812. The traction ring 6200 is a generally annularring having a set of ramps 6202 on one side of the ring. In certainembodiments, the ramps 6202 may be unidirectional; however, in otherembodiments, the ramps 6202 may be bidirectional. Unidirectional rampsfacilitate the transfer of torque and generation of axial force only inone direction of torque input. Bidirectional ramps facilitate thetransfer of torque and generation of axial force in forward or reversedirections of torque input. The side of the ring opposite to the ramps6202 includes a conical, traction or friction surface 6204 fortransmitting or receiving power from the power roller 4802. In thisembodiment, the traction ring 6200 includes a recess or groove 6206 forreceiving and supporting the torsion spring 5002. In certainembodiments, the groove 6206 includes a hole 6213 (see FIG. 62E) forreceiving and retaining a first torsion spring end 6302 (see FIG. 63C).

In one embodiment, the traction ring 6200 has an outer diameter of about97-100 mm and inner diameter of approximately 90-92 mm. In someembodiments, a traction ring 6200 includes about 16 ramps, with eachramp having about a 10 degree incline. In certain embodiments, the rampsare helical and have a lead equivalent to about 55-66 mm over a 360degrees span. In this embodiment, the size of the groove 6206 isapproximately 3.5-4.5 mm wide and 2-3 mm deep. The traction surface 6204may be inclined about 45 degrees from vertical, which in this caserefers to a plane surface extending radially from the longitudinal axisof the CVT 4700. In some embodiments, the traction ring 6200 can be madeof, for example, an alloy steel AISI 52100 bearing steel heated to HRC58-62, while in other embodiments the hardness of at least the tractionsurface 6204 is HRC 58, 59, 60, 61, 62, 63, 64, 65 or higher.

Turning to FIGS. 63A-63F, a torsion spring 5002 will now be described.The torsion spring 5002 is generally a torsional spring having about 2turns; however, in other applications, the torsion spring 5002 may havemore or less than 2 turns. A first torsion spring end 6302 is adapted toengage a retaining feature in the traction ring 6200. A second torsionspring end 6304 is adapted to engage a retaining slit 6408 in the loadcam roller cage 5004 (see FIG. 48C). As best seen in FIG. 63E, thesecond torsion spring end 6304 includes an auxiliary retaining bend 6306adapted to ensure that the second torsion spring end 6304 does noteasily disengage from the roller cage 5004. FIG. 63B shows the torsionspring 5002 in a relaxed or free state, FIG. 63D shows the torsionspring 5002 partially energized, and FIG. 63F shows the torsion spring5002 in its fully energized state.

In one embodiment, the torsion spring 5002 has a pitch diameter of about110-115 mm in its relaxed or free state, and a corresponding pitchdiameter of about 107-110 in its fully energized state. The torsionspring 5002 of some embodiments is a wire having a diameter of about 1-2mm. The first torsion spring end 6302 has a straight portion 6303 thatis about 12 mm long, and a bend portion 6305 at 95 degrees to thestraight portion 6303 and having a length of about 4 mm.

The auxiliary retaining bend 6306 bends towards the center of thetorsion spring 5002 at about 160 degrees relative to a tangent line tothe torsion spring 5002. In some embodiments the auxiliary retainingbend 6306 is about 5.5-6.5 mm long. The auxiliary retaining bend 6306then transitions into a second bend 6307 that is approximately 6 mm longand at about 75-80 degrees relative to a parallel line to the auxiliaryretaining bend 6306. While the torsion spring 5002 of some embodimentsis made of any resilient material capable of being formed into a spring,in certain applications, the torsion spring 5002 is made of, forexample, an alloy steel ASTM A228, XLS C wire, or SS wire.

Turning now to FIGS. 64A-64D, a roller cage assembly 5004 will now bedescribed. The roller cage assembly 5004 includes a roller retainer ring6402 adapted to receive and retain a number of load cam rollers 6404.The roller retainer ring 6402 transitions into a retainer extension 6406that is generally an annular ring extending from the roller retainingring 6402 at an angle of about 90 degrees. The retainer extension 6406,in some embodiments, is adapted to mount over the traction rings 6200,4810, 4812 (see FIG. 48A) to in part aid in retaining the torsion spring5002 in the recess 6206 (see FIG. 62E). In the embodiment depicted, theretainer extension 6406 includes a retaining slit 6408 for receiving andretaining the second torsion spring end 6304 (see FIG. 50B).

To ensure appropriate preloading of the CVT 4700, and initial staging ofthe rollers 6404 for axial force generation during operation, in someembodiments, the roller cage 5004, rollers 6404, torsion spring 5002,and an input traction ring 4810 are configured as follows. Withreference to FIGS. 64E-64H, the depth of the groove 6206 of the tractionring 6200, the diameter of the torsion spring 5002 in its free state,the length and wire diameter of the torsion spring 5002, and thediameter of the retainer extension 6406 are selected such that expansionof the torsion spring 5002 in the groove 6206 is limited by the retainerextension 6406 so that a partially unwound torsion spring 5002 biasesthe roller cage 5004 and the rollers 6404 to roll up the ramps 6202 andcome to rest on a substantially flat portion 6203 of the traction ring6200, which portion is located between inclined portions 6405 of theramps 6202 (see FIG. 64F).

Upon assembly of the CVT 4700, the roller cage 5004 is turned relativeto the traction ring 6200, thereby winding the torsion spring 5002 (seeFIG. 64H), until the rollers 6404 come to rest substantially at a bottomportion 6407 of the ramps 6202. This assembly process ensures, amongother things, that the torsion spring 5002 is preloaded to bias therollers 6404 to up the ramps 6202 so that the rollers 6404 are properlystaged for activation during operation of the CVT 4700. Additionally,this component configuration and assembly process facilitates the takeup of stack up tolerances present during assembly of the CVT 4700. Ascan be seen, the sizes of the partially wound (FIG. 64F) and fully wound(FIG. 64H) configurations of the torsion spring 5002 are different foreach subassembly of the roller cage 5004, rollers 6404, and tractionring 6200. Taking advantage of the winding and unwinding of the torsionspring 5002, as the torsion spring 5002 is housed between the cageroller extension 5004 and the traction ring 6200, it is possible toadjust the tightness or looseness of the CVT 4700 when the hub shell4702 and the hub shell cover 4704 are coupled.

A shifter and/or shift rod interface subassembly 4716 will now bedescribed with reference to FIGS. 65A-65C. The shifter interface 4716serves, among other things, to cooperate with a shifting mechanism (notshown) to actuate the shift rod 4816 for changing the ratio of the CVT4700. The shifter interface 4716 also serves to retain the shift rod4816 and constrain the axial displacement of the shift rod 4816. In theembodiment illustrated, the shifter interface 4716 includes a shift rodretainer nut 6502 adapted to receive the shift rod 4816 and to mountabout the main axle 4706. The shifter interface 4716 may also include anut 6504 adapted to be threaded on the shift rod retainer nut 6502 for,among other things, coupling the main axle 4706 to a dropout (not shown)of a bicycle and to prevent the shift rod retainer nut 6502 fromunthreading off the main axle 4706 during operation of the shiftermechanism. As shown in FIG. 65A, the shifter interface 4716 can alsoinclude an o-ring 6506 for providing a seal between the shift rodretainer nut 6502 and the shift rod 4816.

As depicted in FIGS. 65B-65C, one embodiment of the shift rod retainernut 6502 includes a flange 6508 having a number of through holes 6510.The through holes 6510 facilitate the coupling of the shifter mechanismto the shift retainer nut 6502, as well as aid in the indexing of theshifting mechanism for assembly, adjustment, calibration, or otherpurposes. An inner diameter 6517 of the flange 6508 is adapted tocooperate with the axle 4706 in axially constraining the shift rod 4816.The shift rod retainer nut 6502 includes a hexagonally shaped extension6514 adapted to receive a tightening tool. It should be noted that inother embodiments the extension 6514 may have other shapes (for example,triangular, square, octagonal, etc.) that accommodate other common orcustom tightening tools, such as for example hex nuts sized so as to beadjusted by tools common in shops such as by pedal wrenches for bicyclesor other such tools for a particular application. The shift rod retainernut 6502 has a threaded outer diameter 6513 for receiving the nut 6504.This configuration, in which the nut 6504 threads onto the shift rodretainer nut 6502, facilitates reducing the axial dimension of the CVT4700, which is advantageous in certain applications of the CVT 4700.

The shift rod retainer nut 6502 is also provided with a threaded innerdiameter 6512 that threads onto the main axle 4706. In this embodiment,the shift rod retainer nut 6502 additionally exhibits a recess 6516adapted to receive an o-ring 6506 (see FIG. 65A) for providing a sealbetween the shift rod retainer nut 6502 and the main axle 4706. In oneembodiment, the outer diameter of the flange 6508 is approximately 38mm, and the thickness of the flange 6508 is about 1-3 mm. For certainapplications, the length of the threaded portions 6512, 6513 is about8-10 mm, the diameter of the recess 6516 is approximately 8-10 mm, thediameter of a central bore 6518 of the extension 6514 is about 5.5-7.5mm, and the length of the extension 6514 is about 2-4 mm. In someembodiments, the shift rod retainer nut 6502 is made of, for example, analloy steel of powder metal FN-25, or in other embodiments of SAE 1137steel. However, the shift rod retainer nut can be made or any othermaterial.

Referring to FIGS. 65D-65G now, another embodiment of shift rod retainernut 6550 is illustrated. The shift rod retainer nut 6550 has a recess6516, a threaded outer diameter 6510, a threaded inner diameter 6512,and an extension 6514, all of which are substantially similar in formand function to those similarly labeled features discussed above withreference to FIGS. 65B-65C. The shift rod retainer nut 6550 includes asupport extension 6520 adapted to position and/or support a pulley, forexample, that is part of the shifting mechanism.

The shift rod retainer nut 6550 also includes a flange 6521 having asplined side 6522 and a smooth side 6524. The splined side 6522 consistsof a splined profile formed on a portion of the circumference of theflange 6521, which portion faces towards the extension 6514. The splinedside 6522 is adapted to cooperate with a shifting mechanism (not shown),and the splined side 6522 provides similar functionality to the throughholes 6510 of the flange 6508 discussed above. That is, the splines onthe splined side 6522 facilitate, among other things, the positioningand/or indexing of the shifting mechanism.

The smooth side 6524 is provided with a smooth circumferential profileto facilitate the engagement of a housing (not shown) of the shiftingmechanism; said housing snaps about the flange 6521 and is frictionallyor otherwise retained by the smooth surface 6522. In some embodiments(not shown), the splined side 6522 extends completely across thecircumference of the flange 6521. It should be noted that the profile ofthe splined side 6522 can have shapes other than that depicted in FIGS.65D-65G. For example, the profile may be that of square splines,v-notches, keyways, or any other suitable shape.

FIGS. 65H-65K show yet another embodiment of a shift rod retainer nut6555. Features of the shift rod retainer nut 6555 that are substantiallythe same as features of the shift rod retainer nut 6550 are similarlylabeled. The shift rod retainer nut 6555 has a flange 6525 that includesa number of extensions 6526. In some embodiments, the extensions 6526are integral to the flange 6525, while in other embodiments theextensions 6526 are separate pins or dowels that are received incorresponding orifices of the flange 6525. The extensions 6526 serve, inpart, to facilitate the positioning and/or indexing of the shiftingmechanism that couples to the shift rod 4816. It should be noted that inthe embodiments described above, or other equivalent embodiments, of themechanism to facilitate positioning and/or indexing of the shiftingmechanism, uniform and/or non-uniform profile distributions may be used.The distribution of the extensions 6526 may form a circle, as shown inFIG. 65H, or may form other geometric figures, such as a square,triangle, rectangle, or any regular or irregular polygon. Moreover, theextensions 6526 may be positioned at any radius of the flange 6525.

Referencing FIGS. 66A-66D now, one embodiment of a main axle 4706 willbe described. The main axle 4706 has a first end having a flat 6602 anda second end having a flat 6604 for, among other things, receiving themounting bracket, chassis or frame members such as the dropouts of abicycle, for example. A central portion of the main axle 4706 has athrough slot 6606 for receiving the shift rod nut 4818. In certainembodiments, the main axle 4706 is provided with a central bore 6622adapted to receive, for example, the shift rod 4816. As illustrated inFIG. 66C, the central bore 6622 need not go through the entire length ofthe main axle 4706. However, in other embodiments, the central bore 6622may extend through the entire length of the main axle 4706 forproviding, for example, an access port or lubrication port. One end ofthe central bore 6622, in this embodiment, has a counterbore 6624adapted to cooperate with the shift rod flange 6108. In certainembodiments, the depth of the counterbore 6624 is selected such that fora given thickness of the flange 6108 the amount of backlash issubstantially reduced. That is, the counterbore 6624 and the flange 6108are manufactured so that the axial clearance between the counterbore6624 and the flange 6108 is minimized to the clearance needed to allowthe shift rod 4816 to rotate in place as it is retained by the shift rodretainer nut 6502. In some embodiments, the depth of the counterbore6624 does not exceed the thickness of the flange 6108 by more than 1.5mm. In certain embodiments, the thickness of the flange 6108 is lessthan the depth of counterbore by 1.0 mm, more preferably by 0.5 mm, andeven more preferably by 0.025 mm.

The main axle 4706 also includes knurled or splined surfaces 6608 thatengage the stator plates 4836 and 4838. In some embodiments, the mainaxle 4706 includes chip relief cutouts or recesses 6610 that are shaped,or adapted, to capture material that is cut from the stator plates 4836,4838 as the stator plates 4836, 4838 are pressed in a self-broachingmanner to the main axle 4706. Referencing FIG. 47 additionally, in oneembodiment the main axle 4706 features a snap ring groove 6612 forreceiving a snap ring (shown in FIG. 47 but not labeled) that providesaxial positioning for the stator plate 4836. The main axle 4706 may alsohave a seal support seat 6614 for a seal 4720. In the embodimentillustrated in FIG. 66B, the main axle 4706 includes a bearing pilotportion 6616 for supporting a bearing 4718. Adjacent to the bearingpilot portion 6616, in the embodiment illustrated, the main axle 4706includes a threaded surface 6618 adapted to engage with a retaining nut4722 that provides axial support and positioning for the bearing 4718.Thus, the bearing 4718 is axially constrained between the retaining nut4722 and a shoulder provided by the seal support seat 6614. The mainaxle 4706 may additionally include a bearing race piloting surfaces6626, 6628 for supporting the bearing race 4914 (see FIG. 49A andaccompanying text). In some embodiments, as shown in FIG. 66B, thepiloting surface 6628 has a diameter that is smaller than the diameterof the piloting surface 6626. In certain embodiments, to improve theease of assembly, the main axle 4706 may have a segment 6630 that isreduced in diameter as compared to the piloting surface 6628.

Still referencing FIG. 47 and FIGS. 66A-66D, one end of the main axle4706, in certain embodiments, is provided with a threaded surface 6620adapted to receive a cone nut 4724, which typically acts to secure themain axle 4706 to the dropouts, mounting brackets, chassis members orother frame member supporting the CVT 4700. The flats 6602, 6604 areadapted to receive and support an anti-rotation washer 6515 (see FIG.65A) and an anti-rotation washer 4726 (see FIG. 47A), respectively. Theanti-rotation washers 6515, 4726 are adapted to facilitate the reactionof torque moments from the main axle 4706 to the frame members, such asfor example, bicycle dropouts or other mounting frame members, of thevehicle supporting the CVT 4700. In one embodiment, main axle 4706 mayhave a threaded surface 6632 for engaging the shift rod retainer nut6502 and a jam nut 4926. The jam nut 4926 is adapted to, among otherthings, ensure the axial support and positioning of the bearing nut4912.

For certain applications, such as for a bicycle or similarly sizeapplication for example, the main axle 4706 can be approximately 175-815mm in length. The central bore 6622 can be about 5.5 to 7.5 mm indiameter. In certain embodiments, the depth of the counterbore 6624 isapproximately 2.5-3.5 mm. For some applications, the length of the slot6606 is approximately 25-45 mm, which depends in part on the shift ratiodesired for the CVT 4700. The width of the slot 6606 may be, forexample, 7-11 mm. In one embodiment, the main axle 4706 is made as asingle piece from a material such as alloy steel AISI 4130, prehardenedto RC 35-40. Of course, depending on the application, other materialsmay be used, such as magnesium, aluminum, titanium, composites,thermoplastics, thermosets, or other type of material.

FIGS. 67A-67E depict one embodiment of an input driver 4904. The inputdriver 4904 is a generally cylindrical and hollow shell having a flange6702 at one end and a spline surface 6704 at the other end. Referringalso to FIG. 94A, the input driver 4904 also includes bearing races6706, 6708 for riding on ball bearings 4910A, 4910B. The input driver4904 includes a groove 6710 for receiving a retainer clip that aids inretaining the freewheel 4902. The input driver 4904, in someembodiments, includes a surface 6712 for supporting a seal 4918. Theinput driver 4904 can also have a surface 6714 for supporting a bearing4916 upon which the hub shell 4702 rides. The input driver flange 6702butts up against the torsion plate 4906, which mounts on a torsion plateseat 6716 of the input driver 6904. In some embodiments, the torsionplate 4906 is coupled to the input driver 6904 via welds, bolts, screws,or any other suitable fastening means. In yet other embodiments, theinput driver 4904 and the torsion plate 4906 are one single integralpart. In some embodiments, the input driver 4904 and the torsion plate4906 are coupled by a spline, keyway or other coupling means adapted totransmit torque.

For certain applications, the input driver 6904 can have an outerdiameter of approximately 25-28 mm, and an inner diameter of about 24-27mm at the thinnest portion. The bearing races 6704, 6706 can beapproximately 5-7 mm in diameter. The total length of the input driver6904, for certain applications, can be about 34-36 mm. The input driver6904 can be made of, for example, an alloy steel SAE 8620, which may beheat treated to a HRC 58-62 to an effective depth of about 0.8 mm. Insome embodiments, the input driver 6904 is made of magnesium alloys,aluminum alloys, titanium alloys or other lightweight material.

One embodiment of a torsion plate 4906 will now be described withreference to FIGS. 68A-68B. The torsion plate 4906 may be a generallycircular plate having an outer diameter with a number of splines 6802adapted to engage a mating splined surface of a cam driver 4908. In theembodiment of the torsion plate 4906 shown, there are five splines 6802;however, in other embodiments the number of splines can be any numberfrom 1 to 10, for example, or more. Also, while the splines 6802illustrated are rounded, in other embodiments the splines 6802 aresquare or any other shape capable of implementing the functions herein.The torsion plate 4906 also has a central bore 6804 adapted to receivethe input driver 4904. In some embodiments, the central bore 6804 isfitted with splines to engage mating splines of the input driver 4904.In certain embodiments, such as the embodiment shown in FIGS. 68A-68B,it is preferable to provide cutouts 6806 for, among other things,reducing the weight of the torsion plate 4906. The number, shape, andplacement of the cutouts may vary in any way so long as the structuralintegrity of the torsion plate 4906 is suitable for the specificoperating conditions of any given application. In certain applications,the central bore 6804 is about 28-32 mm in diameter. The outer diameterof the torsion plate 4906 that does not include the splines 6802, insome embodiments, is approximately 60-66 mm. In one embodiment, thethickness of the torsion plate is about 1.5-3.5 mm. FIGS. 69A-69C,generally depict an input subassembly that includes the torsion plate4906 and the input driver 4904.

Referencing FIGS. 70A-70C now, one embodiment of a cam driver 4908 willnow be described. The cam driver 4908 is generally an annular platehaving a central bore 7002 with female splines 7004 adapted to mate withthe splines 6802 of the torsion plate 4906. In certain embodiments, thecam driver 4908 is provided with male splines and the torsion plate 4906is provided with mating female splines. The cam driver 4908 alsoincludes a load cam roller reaction surface 7006 adapted to react axialloads transmitted via the load cam rollers 6404 (see FIG. 50B). Thereaction surface 7006 is generally a flat ring on the periphery of thecam driver 4908. It should be noted that in other embodiments thereaction surface 7006 may not be flat but, rather, can have otherprofiles, including ramps similar in shape, size, and number to theramps 6202 of the traction ring 6200. In certain embodiments, asillustrated in FIG. 70C, the cam driver 4908 may be provided with areinforcement circular rib 7008 about the central bore 7002. In theembodiment shown, the cam driver 4908 is also adapted with a shoulder7010 for supporting the needle bearing 4924.

In one embodiment, the cam driver 4908 has an outer diameter ofapproximately 105-114 mm, and an inner diameter of about 63-67 mm to thesurfaces not including the female splines 7004. The width of thereaction surface 7006 can be, for example, about 6-8 mm. In someembodiments, the major thickness of the cam driver 4908 is about 7-9 mm.For certain applications, the cam driver 4908 is made of, for example,alloy steel AISI 52100, or titanium alloys or other light weigh alloysor materials.

With reference to FIGS. 71A-71C now, one embodiment of a freewheel 4902will now be described. The freewheel 4902 is a one-way clutch thattransmits the torque of a chain (not shown) in a first direction but nota second direction, because in the second direction a set of pawls ridesover a set of ratchet teeth (none of this is shown as the free wheelfunctionality is common in mechanical design and there are many devicesavailable that fulfill such functionality). Elements of a freewheel thatare not common are described herein. The freewheel 4902 has a splinedinner bore 7102 adapted to mate with the splines 6704 of the inputdriver 4904. In some embodiments, the freewheel 4902 has a set of teeth7104 that is offset from the center of the body 7106 of the freewheel4902. The number of teeth 7104 may be any number from 8 to 32, includingpreferably, 16, 17, 18, 19, 20, and 21. In some embodiments, thefreewheel 4902 may be made of, for example, an alloy steel SAE 4130,4140. In one embodiment, the splined inner bore 7102 may have an innerdiameter of about 27-32 mm (not taking the splines into account) and anouter diameter of approximately 29-34 mm (including the splines). Forcertain applications the width of the body 7106 of the freewheel 4902may be about 14-17 mm, with the teeth 7104 being off center by about1.0-6.0 mm, or in some applications preferably 1.5 to 4.5 mm.

Referencing FIGS. 72A-72C now, one embodiment of a hub shell 4702 willnow be described. The hub shell 4702 includes a generally cylindrical,hollow shell body 7202 having flanges 7204, which have orifices 7206that are adapted for, in one embodiment, receiving the spokes of abicycle wheel. In other embodiments, the flanges 7204 are replaced bythe sheeves of a pulley for applications using a pulley or a belt foroutput. One end of the shell body 7202 has an opening 7208 generallyadapted to cooperate with or receive a hub shell cover 4704 (see FIG.47) to form a housing for various components of the CVT 4700. The shellcover 4704 may fasten to the hub shell 4702 by any suitable means suchas, for example, bolts, threads, or snap rings. As best seen in FIG.72C, the hub shell 4702 may have a snap ring groove 7216 for receiving asnap ring 5110 (see FIG. 51, showing a double loop snap or retainingring 5110) that helps to fasten the hub shell cover 4704 to the hubshell 4702. The hub shell 4702, in one embodiment, has a coverengagement surface 7218 adapted to receive and mate with a hub shellcover, such as hub shell cover 4704 or other hub shell covers describedhere. The hub shell 4702 of some embodiments has a shoulder 7220 adaptedto provide a positive stop for the hub shell cover 4704.

Another end of the hub shell body 7202 includes an integral bottom orcover 7210, which has a central bore 7212 adapted to receive the inputdriver 4904. In certain embodiments, as shown in FIG. 49A, the centralbore 7212 is adapted receive and be supported by a radial bearing 4916.Hence, the central bore 7212 may have a recess 7226 for receiving theradial bearing 4916. The central bore 7212 may also include a groove7228 for receiving a retaining clip that keeps the radial bearing 4916in the recess 7226. In certain embodiments, the central bore 7212 mayhave a recess 7230 for receiving a seal 4918. The cover 7210, in oneembodiment, is provided with a shoulder or seat 7224 for supporting thethrust washer 4922 (see FIG. 50A). In other embodiments, the cover 7210is not integral to the shell body 7202 and is suitably fastened to theshell body 7202 via, for example, threads, bolts, or other fasteningmeans. As shown in FIG. 72A, in certain embodiments the hub shell 4702includes reinforcement ribs 7214 around the outside periphery of one orboth of the flanges 7204. Similarly, as shown in FIG. 72B, the hub shell4702 may include an integral, circular rib 7222 to reinforce theintegral bottom cover 7210. The circular rib 7222, in some embodiments,reinforces the joint where the shell body 7202 joins to the bottom cover7210. Where the bottom cover 7210 is not integral with the hub shellbody 7202, the circular rib 7222 may be in the form of separate ribs,similar to ribs 7214, that reinforce the internal joint between the hubshell body 7202 and the bottom cover 7210.

For certain applications, the inner diameter of the shell body 7202 isabout 114-118 mm, and the thickness of the shell body is about 3-5 mm.In one embodiment, the central bore 7212 is approximately 36-43 mm long,depending on the configuration of the bearing 4916 and the seal 4918(see FIG. 49A), for example. In some embodiments, the distance betweenthe flanges 7204 is about 48-52 mm. In certain embodiments, the hubshell 4702 can be made of, for example, cast aluminum A380, although inother embodiments the hub shell is made of titanium alloys, magnesiumalloys or other lightweight or other material.

FIG. 73 shows one embodiment of a hub shell 7302 similar to the hubshell 4702. The hub shell 7302 includes a set of coarse splines 7304 onthe circumference of the opening 7208. The splines 7304 are adapted tomate with a corresponding set of splines of a hub shell cover such, asfor example, hub shell cover 4704. FIG. 74 illustrates yet anotherembodiment of a hub shell 7402 similar to the hub shell 4702. The hubshell 7402 includes a knurled surface 7404 on the circumference of theopening 7208. In some embodiments, the knurled surface 7404 is adaptedto engage a corresponding knurled surface of a hub shell cover; in yetother embodiments, the knurled surface 7404 is adapted to cut into thematerial of the hub shell cover to form a rigid coupling thereto.

Referencing FIGS. 75A-75G, one embodiment of a hub shell cover 7500 isshown. The hub shell cover 7500 generally serves the same function asthe hub shell cover 4704 shown in FIG. 47, that is, to cooperate withthe hub shell 4702 to form a housing for components of the CVT 4700. Thehub shell cover 7500 is a generally circular plate having a central bore7502, which may be adapted to receive and be supported by a radialbearing 4718 (see FIG. 47). Extending from the central bore 7502, asplined extension or flange 7504 is adapted to receive a correspondingmating part for providing, among other things, a braking function or acover function. One such corresponding mating part can be, for example,well known mechanisms known as roller brakes in the industry. In certainembodiments, the splined extension includes a recess adapted to receivethe bearing 4718.

In the embodiment shown, the hub shell cover 7500 includes a knurledouter circumference or surface 7506 that is adapted to be self-broachingonto a hub shell, such as hub shell 4702 for example. In someembodiments, the knurled surface 7506 is made from straight knurls. Incertain embodiments, the knurled surface 7506 is machined such that asthe hub shell cover 7500 is pressed onto the hub shell 4702 the knurledsurface 7506 cuts into the hub shell 4702, whereby the hub shell cover7500 becomes securely pressed onto, or embedded into, the hub shell4702, and vice versa. As the knurled surface 7506 cuts into the hubshell 4702, chipped material may come loose. Hence, in some embodiments,the hub shell cover 7500 includes a recess 7510 for receiving thechipped material. In one embodiment, the recess 7510 is formed such thatthe knurled surface 7506, at the edge of the knurled surface 7506adjacent to the recess 7510, has an angular, sharp, cutting profile orsharp teeth.

As best seen in FIGS. 75E, 75G, in certain embodiments the hub shellcover 7500 has a pilot step 7514 that facilitates guiding the hub shellcover 7500 into the hub shell 4702 before the knurled surface 7506engages with the hub shell 4702. In the embodiment shown, the hub shellcover 7500 is provided with a recess 7512 for receiving an o-ring 5105that serves as a seal between the hub shell cover 7500 and the hub shell4702. In some embodiments, the hub shell cover 7500 is provided with anorifice 7508 for supplying or draining lubricant into or out of thehousing formed by the hub shell 4702 and the hub shell cover 7500.

In one embodiment, the central bore 7502 is approximately 26-29 mm indiameter, which varies depending on the configuration of the bearing4718 and the seal 4720 (see FIG. 47). The outer diameter of the hubshell cover 7500, including the knurled surface, is about 118-122 mm. Incertain embodiments, the outer diameter of the splined extension 7504 isapproximately 34-37 mm. It should be understood, however, that the sizeof the outer diameter, as well as the number and specific type, of thespline extension may be determined by the characteristics of anycommercially available or custom brake mechanism. In certainembodiments, the hub shell cover 7500 can be made of, for example, aforged steel alloy SAE 1045, but in other embodiments is made ofaluminum alloys, titanium alloys, magnesium alloys of any other suitablematerial.

Turning to FIGS. 76A-76F now, yet another embodiment of a hub shellcover is illustrated as hub shell cover 7600, which shares a number offeatures similar to the features of the hub shell cover 7500. The hubshell cover 7600 includes a disc brake fastening extension 7602, whichhas a number of bolt holes 7604 for receiving bolts to fasten a discbrake to the fastening extension 7602. In this embodiment, the fasteningextension 7602 is integral with the rest of the body of the hub shellcover 7600; however, in other embodiments, the fastening extension 7602is another separate part that is adapted to fasten to the main plate ofthe hub shell cover 7600. The number, size, and positioning of the boltholes 7604 can vary depending on the characteristics of any given discbrake mechanism. It should be understood that while the embodiments ofthe hub shell covers 7500, 7600 illustrated are provided with extensions7504, 7602 for cooperating with a braking mechanism, in otherembodiments extensions 7504, 7602 may not be integral to the hub shellcovers 7500, 7600; rather, the hub shell covers 7500, 7600 may beconfigured with fastening features for receiving braking mechanisms thatthemselves incorporate the extensions 7504, 7602.

In certain embodiments of the hub shell 4702 and the hub shell cover4704, either or both of the hub shell 4702 and the hub shell cover 4704may be fitted with a torque transfer feature for output of torque out ofthe CVT 4700. For example, a sprocket (not shown) may be fastened to thehub shell cover 4704, whereby torque may be transmitted via a chain to adriven device. By way of yet another example, a sprocket (not shown) maybe coupled to the hub shell 4702, in addition to or as replacement forthe flanges 7204, for transmitting output torque via a chain, forexample, from the CVT 4700.

With respect to FIGS. 47, 49, 52, and 67, one manner of operation of theCVT 4700 will now be described. Power, at a certain torque Ti androtational speed Ni, is input to the CVT 4700 via the freewheel 4902.The input driver 4904, being splined to the freewheel 4902, transfersthe power to the torsion plate 4906, which transfers the power to theload cam driver 4908. The cam rollers 6404, being energized by the loadcam driver, ride up the ramps 6202 of the input traction ring 4810 andform a torque transfer path between the load cam driver 4908 and theinput traction ring 4810. The cam rollers 6404 convert the tangential orrotational force of the torsion plate 4906 into an axial clampingcomponent and a tangential or rotational component, which are bothtransferred by the power rollers 6404 to the input traction ring 4810.Through frictional or tractive contact, the input traction ring 4810transfers power to the power roller 4802 at a rotational speed of aboutNi.

Referring also to FIG. 49, when the power roller axles 4826 are parallelto the main axle 4706, the point of contact between the power rollers4802 and the output traction ring 4812 is such that the power rollers4802 transfer power to the output traction ring 4812 at a speed No thatis substantially the same as Ni. When the power roller axles 4826 tiltto be closer to the main axle 4706 at the output side (as shown in FIG.47), the contact point between the power rollers 4802 and the outputtraction ring 4812 is such that the power rollers transfer power to theoutput traction ring 4812 at a speed No that is greater than Ni. Thiscondition is sometimes referred to as overdrive. When the power rolleraxles 4826 tilt to be closer to the main axle 4706 at the input side(not shown), the contact point between the power rollers 4802 and theoutput traction ring 4812 is such that the power rollers transfer powerto the output traction ring 4812 at a speed No that is slower than Ni.This condition is sometimes referred to as underdrive.

The output traction ring 4812, having ramps 6203 similar (but notnecessarily identical) to the ramps 6202 of the input traction ring4810, energizes the load cam rollers 6405 such that the load cam roller6405 provide a path for power transfer between the output traction ring4812 and the hub shell cover 4704. Because the hub shell cover 4704 isrotationally fixed to the hub shell 4702, the hub shell cover 4704transfers power to the hub shell 4702 at a speed No. The hub shell 4702,as previously described, is adapted in this case to receive bicyclewheel spokes for driving a bicycle wheel (spokes and wheel not shown).Hence, power is transferred to the bicycle wheel from the hub shell 4702via the bicycle wheel spokes. In other embodiments of the CVT 4700, thepower is transferred to another type of output device such as a pulley,a sprocket or any other type of power transmission device.

To manage and/or minimize slippage or creep at the contact pointsbetween the input traction ring 4810, idler 4814, and output tractionring 4812, the input AFG 4712 and the output AFG 4714 are used. Toreduce the response time and to ensure sufficient contact force at lowtorque input, the torsion springs 5002, 5003 act upon, respectively, theinput traction ring 4810 and roller cage 5004, and the output tractionring 4812 and roller cage 5005, to provide a certain amount of axialforce or clamping (also referred to as “preloading”) of the inputtraction ring 4810 and output traction ring 4812 against the powerrollers 4802. It should be noted that in some embodiments only one ofthe input side or output side of the CVT 4700 is provided with apreloading mechanism as described.

As already discussed in relation to FIGS. 50A-50B and 51, duringoperation of the CVT 4700 axial force generation is produced by theinteraction between the ramps on the input and output traction rings4810, 4812, the rollers 6404, 6405, and the load cam driver 4908 and thehub shell cover 4704, respectively. The amount of axial force generatedis approximately proportional to the torque transmitted through theinput traction ring 4810 and the output traction ring 4812.

Referring to FIGS. 47, 48, and 61 specifically now, actuation of anadjustment in the transmission ratio of the CVT 4700 will now bedescribed. A shifting mechanism (not shown), such as a pulley and wiresystem for example, couples to the splined end 6104 of the shift rod4816 to induce a rotation of the shift rod 4816. Because the shift rod4816 is constrained axially by the main axle 4706 and the shift rodretainer nut 6502, the shift rod 4816 rotates in place about its ownlongitudinal axis. This rotation of the shift rod 4816 causes the shiftrod nut 4818 to translate axially along the threaded end 6102 of theshift rod 4816.

As the shift rod nut 4818 moves axially, the shift rod nut 4818 drivesaxially the idler bushing 4832, which is coupled to the shift cams 4820.Axial translation of the shift cams 4820 causes the shift cam rollers4822 to roll along the profile of the shift cams 4820, thereby drivingthe motion of the legs 4824 that causes the tilting of the roller axles4826. As described above, the relative tilt between the roller axles4826 and the main axle 4706 determines the relative difference betweeninput speed Ni and output speed No.

Various embodiments of idler subassemblies will now be described withreference to FIGS. 77-82D. Referencing FIG. 77, in one embodiment, theidler and shift cam assembly 7700 includes an inner bushing 7705 adaptedto fit over a shaft 7710. The inner bushing may have an opening 7715 toreceive a shift rod nut 7720 that threads onto a shift rod 7725. Theinner bushing 7705 may be a generally cylindrical body having an innerbore and an outer diameter. A roller bearing assembly 7730 fits over theinner bushing 7705. An idler 7735 rides on the roller bearing assembly7730. Shift cams 7740 are radially positioned by the inner bushing 7705.The idler and shift cam assembly 7700 can include one or more clips, forexample, to keep the various components together. Although the shaft7710, shift rod nut 7720, and shift rod 7725 are shown in FIG. 77, thesecomponents need not be part of the idler and shift cam assembly 7700.

In some embodiments, as will be described further below, the surface atthe outer diameter of the inner bushing 7705 may provide a bearing raceof the bearing assembly 7730. The surface at the inner diameter of theidler 7735 may provide a bearing race of the bearing assembly 7730. Insome embodiments, one or both of the shift cams 7740 are configured tobe an integral part with the inner bushing 7705. In yet otherembodiments, one or both of the shift cams 7740 may provide a bearingrace of the bearing assembly 7730. In other embodiments, the idler 7735has one or more features to transfer thrust loads to the bearingassembly 7730.

Referencing FIG. 78 now, during operation, power rollers 7802 applyaxial and radial loading to the idler 7735. Legs 7806, usually coupledto the power rollers 7802 via an axle 7804, react axial thrust loads ofthe idler and shift cam assembly 7700 as the shift rod 7725 and shiftrod nut 7720 actuate the shift cams 7740 via the inner bushing 7705. Asthe power rollers 7802 rotate about the axles 7804, in some embodimentsit is preferable that the idler 7735 rotate freely about the shaft 7710.The roller bearing assembly 7730 allows the free rotation of the idler7735 and eliminates the frictional losses that otherwise would occurbetween the idler 7735 and the inner bushing 7705. The roller bearingassembly 7730 additionally must be capable of handling the axial andradial loadings present during operation of the idler and shift camassembly 7700. In some embodiments, the idler 7735 and/or roller bearingassembly 7730 are adapted to transfer thrust loads from the idler 7735to the roller bearing assembly 7730.

In some embodiments, for example in bicycle applications or similartorque applications, the idler 7735 is configured to withstand fromabout 5 GPa to about 50 GPa of compressive loading and is made of, forexample, steel. In some embodiments, the idler 7735 is configured torotate on the roller bearing assembly 7730 at rotational speeds of 2revolutions per minute (rpm) to 400 rpm, 1 rpm to 20,000 rpm, or 60 rpmto 360 rpm, or 100 rpm to 300 rpm. The idler 7735 and roller bearingassembly 7730, in certain embodiments, are preferably configured toprovide the capacity to react about 350 pounds of axial thrust.

The shift cams 7740, in some embodiments, are made to have a hardness ofabout RC 55 and may be made from a suitable material, such as steel,titanium, aluminum, magnesium or other material. In some embodiments,the inner bushing 7705 may be made of a metallic material, such assteel, and it is preferred that the inner bushing 7705 have a hardnessof about RC 20 or higher.

The roller bearing assembly 7730 may include one or more needle rollerbearings, radial ball bearings, angular contact bearings, taperedbearings, spherical rollers, cylindrical rollers, etc. In someembodiments, the roller bearing assembly 7730 consists of rollingelements configured to roll on races that are integral to one of more ofthe idler 7735, the shift cams 7740, or the inner bushing 7705. In yetother embodiments, the roller bearing assembly 7730 comprises rollerelements, cages for the rollers elements, and races; in theseembodiments, the roller bearing assembly 7730 may be press fit (orinterference fit), for example, between the idler 7735 and the bushing7705. In some embodiments, for manufacturing purposes, a clearancelocation fit may be used.

Referencing FIGS. 79A-79D now, an idler and shift cam assembly 7900includes an inner bushing 7905 having a generally cylindrical body andhaving an opening 7907 cut through the cylindrical body about itsmidsection and generally perpendicular to the main axis of thecylindrical body. The opening 7907 is adapted to receive a shift rodnut, as discussed above. In this embodiment, the inner bushing 7905includes grooves 7909 for receiving retaining clips 7910.

Two angular contact bearings 7912 mount on the inner bushing 7905; thebearings 7912 may be slip fit over the inner bushing 7905, for example.In this embodiment, the bearings 7912 may be typical bearings havingroller elements 7916, an inner race 7918, and an outer race 320. Anidler 7914 can be coupled to the outer races 320 of the bearings 7912by, for example, an interference fit. As shown in FIG. 79C, the idler7914 in this embodiment has a thrust transferring feature 7922 (thrustwall 7922) to transfer thrust between the idler 7914 and the bearings7912.

Shift cams 7924 are positioned on each side of the idler 7914. The shiftcams 7924 have a cam profile 7926 configured to operably couple to thelegs of a ball-leg assembly 48320 (see FIG. 48A), such as legs 7706shown in FIG. 78, for example. In this embodiment, the shift cams 7924are allowed to rotate about a longitudinal axis of the idler and shiftcam assembly 7900. Additionally, in this embodiment, the inner bushing7905 provides shoulders 7928 that receive the bores of the shift cams7924.

With reference to FIGS. 80A-80D, an alternative idler and shift camassembly 8000 includes an inner bushing 8005 having a generallycylindrical body and having an opening 8007 cut through the cylindricalbody about its midsection and generally perpendicular to the main axisof the cylindrical body. The opening 8007 may have any profile adaptedto receive the shift rod nut of a shifting mechanism for a continuouslyvariable transmission. For example, the profile of the opening 8007 maybe circular, square, oval, irregular, etc. The inner bushing 8005includes grooves 8009 that receive retainer clips 8010.

In the embodiment shown in FIGS. 80A-80D, shift cams 8024 are configuredto provide a race 8018 for roller elements 8016. The roller elements inthis case are spherical ball bearings. In some applications the ballbearings have a diameter of about 0.188 inches. However, in otherembodiments, the ball bearings may be of any size suitable to handle thestatic and dynamic loading applied to the idler and shift cam assembly8000. Additionally, the number of ball bearings is chosen to meet theperformance requirements of the idler and shift cam assembly 8000. Theidler 8014 is configured with a portion that provides a race 8020 forthe roller elements 8016. The idler 8014 additionally has a thrust wall8022 for transferring thrust to the roller elements 8016. In someembodiments, such as that illustrated in FIGS. 80A-80D, a roller elementseparator 8028 might be provided to keep the roller elements 8016 frominteracting with each other in a manner detrimental to the performanceof the idler and shift cam assembly 8000.

The shift cams 8024 provide a shoulder 8032 for receiving a locator ring8030, which facilitates the assembly of the idler and shift cam assembly8000 by providing a means of locating the shift rod nut 7720, forexample. The shift cams 8024, in this embodiment, are also configuredwith a retaining key 8034 that engages the shift rod nut 7720 andprevents it from rotating about the longitudinal axis of the idler andshift cam assembly 8000.

FIGS. 81A-81D illustrates another embodiment of an idler and shift camassembly 8100. An inner bushing 8105 includes a through hole 8107generally perpendicular to the main axis of the generally cylindricalbody of the inner bushing 8105. As in other embodiments, the profile ofthe through hole 8107 may be of any shape suitable to receive the shiftrod nut 7720, for example. The inner bushing 8105 also includes grooves8109 that receive retainer clips 8110. In this embodiment, a thrustwasher 8130 fits between the retainer clip 8110 and a shift cam 8124,which is configured with a recess for receiving the thrust washer 8130.In some embodiments, the shift cam 8124 further includes a recess 8132for receiving a spring (not shown) that provides a preload.

The shift cams 8124 of the idler and shift cam assembly 8100 have aprofile in a portion of the inner bore that provides a retaining key8134 for the shift rod nut 7720. The shift cams 8124 provide a race 8118for roller elements 8116. In some cases, a roller element separator 8128is provided to keep the roller elements 8116 apart. The idler 8114 has athrust wall 8122 and a portion that provides a race 8120 for the rollerelements 8116.

Referencing FIGS. 82A-82D now, an alternative embodiment of an idler andshift cam assembly 8200 is illustrated. An idler 8214 is configured witha portion that provides a race 8220 for roller elements 8216. The idler8214 further includes a thrust wall 8222. A roller separator 8228 keepsrollers 8216 from interfering with each other during operation of theidler and shift cam assembly 8200.

A shift cam 8225 has a cam profile 8227 and a portion that provides arace 8218 for roller elements 8216. The shift cam 8225 includes an innerbore that has a through hole 8207 which is generally perpendicular tothe generally cylindrical body of the shift cam 8225. The through hole8207 is adapted to receive a shift rod nut 7720, for example. The shiftcam 8225 may further include a shoulder 8235 for receiving the innerbore of shift cam 8224.

The shift cam 8224 has a cam profile 8227 similar to the cam profile ofthe shift cam 8225. The inner bore of the shift cam 8224 fits over aportion of the outer diameter of the shift cam 8225. A retainer clip8210, received in groove 8209 of the shift cam 8225, keeps the shift cam8224 in place over the shift cam 8225. The shift cams 8224 and 8225cooperate to receive the shift rod nut 7720. In this embodiment, alocating ring 8230 is provided to facilitate assembly of the idler andshift cam assembly 8200 to the shift rod nut 7720 and a shift rod 7725.The locating ring fits partially over the outer diameter of the shiftcam 8224 and between the shift cams 8224, 8225 and the idler 8214.

In some embodiments, the length of the inner bushing 7705 (see FIG. 77),for example, is controlled to the center cutout 7715 for the shift rodnut 7720. The lengths of the portions of the inner bushing 7705extending from the cutout 107 may be different. In some embodiments, theends of the bushing 7705 abut fixed surfaces which determine the limitsof the shift stroke to control maximum and minimum available ratio in aCVT.

Turning now to FIGS. 83A-83D, a shifter quick release (SQR) mechanism8300 will now be described. The SQR mechanism 8300, in some embodiments,includes a backing plate 8302 that couples to an indexing plate 8304.The backing plate 8302 is adapted to receive a retainer ring 8306 and arelease key 8308. An axle 8310 of a CVT, for example, is provided with agroove 8312 for receiving the retainer ring 8306.

The backing plate 8302, indexing plate 8304, and retainer ring 8306mount coaxially about the axle 8310. A shifter mechanism (not shown)couples to the backing plate 8302 ensuring that the release key 8308 isretained between the backing plate 8302 and a part of the shiftermechanism, such as the housing, for example. The SQR mechanism 8300 isheld in place axially by the retainer ring 8306 in the groove 8312 andcertain components of the shifter mechanism housing (not shown).

The retainer ring 8306 consists of a generally circular ring 8314 thathas an opening at which retainer ring extensions 8316 extend outwardforming a v-shape. The release key 8308 has a v-shaped end 8318substantially adapted to actuate a spreading apart of the retainer ringextensions 8316 when the v-shaped end 8318 is introduced into thev-shaped opening formed by the retainer ring extensions 8316. Therelease key 8318 may be further provided with retaining extensions 8320that facilitate supporting and guiding the release key 8308 when fittedin the backing plate 8302.

The indexing plate 8304 is a generally flat plate having a central bore8322 with flats 8324 adapted to mount over flats 8234 of the axle 8310.The indexing plate 8304 additionally may have a number of indexing slots8326. In some embodiments, the backing plate 8302 includes a retainerring recess 8328 adapted to receive the retainer ring extensions 8316and the v-shaped end 8318 of the release key 8308. The backing plate8302 may also have a release key recess 8330 adapted to receive theretaining extensions 8320 of the release key 8308. The backing plate8302 additionally has a central bore 8332 that has a beveled edge 8334adapted to urge the retainer ring 8310 into the groove 8312 as the SQRmechanism 8300 is pulled toward the axle end 8336 of the axle 8310. Thebacking plate 8302, in some embodiments, includes a recess 8338 adaptedto receive the indexing plate 8304. The diameter of the recess 8338 maybe selected so that the outer diameter of the indexing plate 8304 servedas a guide and/or support surface for the backing plate 8302.

The SQR mechanism 8300 is fastened to the shifter mechanism and mountedover the axle 8310 by pressing on the release key 8308, which opens upthe retention ring 8306 and allows the SQR mechanism to slide over theaxle 8310. The backing plate 8302, fastened to the shifter mechanismusing bolt holes 8342 for example, can be positioned angularly relativeto the indexing plate 8304 to provide the desired position of theshifter housing to receive, for example, wires or cable for shifting.The backing plate 8302 is then secured to the indexing plate by bolts(not shown) that fit through bolt holes 8340 of the backing plate 8303and the indexing plate slots 8326.

When the SQR mechanism 8300 is pulled toward the axle end 8336, thebeveled edge of the backing plate 8302 wedges against the retaining ring8306 to prevent the SQR mechanism 8300 from coming off the axle 8310.However, when the v-shaped end 8318 of the release key 8308 is pressedagainst the ring extensions 8316, the retaining ring 8306 expands and isthen large enough to clear the groove 8312. The SQR mechanism 8300 canthen be pulled off the axle 8310 along with the shifter mechanismfastened to the SQR mechanism 8300. Hence, once installed the SQRmechanism 8300 allows, among other things, removal of a shiftermechanism by simply actuating the release key 8308.

Referencing FIGS. 84A-84E now, a shifter interface mechanism 8400includes a pulley 8402 mounted on an axle 8404 adapted to receive ashift rod 8406. A shift rod nut 8408 threads to the shift rod 8406 andis coupled to the pulley 8402 via a dowel pin (not shown). A backingplate 8410 mounts on the axle 8404 and couples to the pulley 8402. Aretaining clip 8412 is positioned in a groove (shown but not labeled) ofthe axle 8404.

The pulley 8402 may have a number of grooves 8414 for receiving andguiding a cable, for example, of a shifter mechanism (not shown). Thepulley 8402 may include a recess 8416 for receiving the shift rod nut8408. In some embodiments, a recess 8418 of the pulley 8402 is adaptedto receive the backing plate 8410. In one embodiment, the pulley 8402includes a number of bolt holes 8420 for receiving bolts (not shown)that fasten the pulley 8402 to the backing plate 8410. In the embodimentillustrated, the pulley 8402 has a recess 8422 for receiving a dowel pin(not shown) that couples the pulley 8402 to the shift rod nut 8408. Insome embodiments, the pulley 8402 also includes a number of bolt holes8424 for axially retaining the shift rod nut 8408 in the recess 8416 ofthe pulley 8402. In certain embodiments, the pulley 8402 includes ashift cable channel 8426, through which the shift cable (not shown) runsfrom the pulley grooves 8414 towards the recess 8416, that facilitatesentrainment of the shift cable or wire in the pulley 8402.

Referencing FIG. 84D specifically, the backing plate 8410 is generally aflat, circular plate having a central bore 8428 for mounting the backingplate 8410 about the axle 8404. The backing plate 8410, in someembodiments, has a number of bolts holes 8430 that facilitate fasteningthe backing plate 8410 to the pulley 8402. As shown in FIG. 84E, a shiftrod nut 8408 is generally circular in shape and adapted to fit in therecess 8416 of the pulley 8402. The shift rod nut 8408 has a threadedcentral bore 8432 for threading on the shift rod 8406. In oneembodiment, the shift rod nut 8408 includes a notch 8434 for receiving adowel pin (not shown) that rotationally fixes the shift rod nut 8408 tothe pulley 8402. In certain embodiments, the shift rod nut 8408 isconstrained axially by the axle 8404 and/or the pulley 8402 and theheads of the bolts that fit in the bolt holes 8424 of the pulley 8402.

During operation of the shifter interface 8400, the pulley 8402 isrotated in a first angular direction about the axle 8404. Since theshift rod nut 8408 is rotationally fixed to the pulley 8402 and isconstrained axially by the axle 8404 and the shifter housing, the shiftrod nut 8408 causes the shift rod 8406 to translate in a first axialdirection. Rotating the pulley 8402 in a second angular direction causesthe shift rod nut 8408 to actuate the shift rod 8406 to translate in asecond axial direction. The backing plate 8410 and the retainer clip8412 prevent the shifter interface subassembly 8400 from sliding out ofthe axle 8402. The interaction between the pulley 8402 and the retainerclip 8412 prevents the shifter interface subassembly 8400 fromtranslating axially along the main portion of the axle 8404.

Turning to FIGS. 85A-85E now, one embodiment of a power input assembly8500 will be described. The power input assembly 8500 includes an inputdriver 8502 adapted to couple to a torque transfer key 8504. In certainembodiments, the input driver 8502 is a generally tubular body having aset of splines 8506 at one end of the tubular body and torque transferextensions 8508 at an extension 8507, that is, the other end of thetubular body. The torque transfer extensions 8508 are generallysemi-circular in shape and are formed by cutouts on the circumference ofthe extension 8507. The torque transfer extensions 8508 include torquetransfer surfaces 8510. The extension 8507 also includes torque transferkey retention surfaces 8512. In some embodiments, the input driver 8502includes a flange 8514, which is adapted to couple to a torsion plate.In some embodiments, the input driver 8502 includes a retainer clipgroove 8513 formed in the torque transfer extensions 8508.

For certain applications, the torque transfer key 8504 is provided withtorque transfer tabs 8516 adapted to engage the torque transfer surfaces8510. In some embodiments, the torque transfer key 8504 includesconcentricity surfaces 8518 adapted to ensure concentricity between theinput driver 8502 and the torque transfer key 8504. Typically, theconcentricity surfaces 8518 have a semi-circular contour selected toconcentrically engage the torque transfer extensions 8508. In certainembodiments, for manufacturing purposes, the torque transfer key 8504may have a number of cutouts 8520 as a result of machining operations toform the torque transfer tabs 8516 and, in some instances, in order toreduce weight. As best seen in FIG. 85C, in one embodiment the torquetransfer key 8504 includes a beveled edge 8522 adapted to facilitate themounting of a torque transfer device, such as a freewheel for example,to the torque transfer key 8504. In some embodiments, the torquetransfer key 8504 may also include a threaded, splined, or keyed surface8524 for engaging a correspondingly mating torque transfer device, suchas a ratchet, sprocket, freewheel, or other such device or structure.

For certain applications, the torque transfer key 8504 is mounted on theinput driver 8502 such that the concentricity surfaces 8518 mate to theouter diameter of the torque transfer extensions 8508, and such that thetorque transfer surfaces 8510 mate to the torque transfer tabs 8516. Thetorque transfer key 8504 may be retained on the input driver 8502 as thetorque transfer tabs 8516 are constrained between the torque transferkey retention surfaces 8512 and a retaining clip (not shown) placed inthe retainer clip groove 8513. During operation, a torque transferdevice such as a sprocket, freewheel, or pulley acts to rotate thetorque transfer key 8504, which then transfers the torque via the torquetransfer tabs 8516 to the torque transfer extensions 8505 of the inputdriver 8504. Torque is then transferred from the input driver 8504 viathe splines 8506 to a torsion plate, for example.

The combination of the torque transfer key 8504 with the torque transferextensions 8508 provides reduced backlash during torque transmission andaccurate, concentric location between the input driver 8502 and thetorque transfer key 8504. Additionally, the torque transfer features,such as torque transfer extensions 8508 and torque transfer tabs 8516,can be manufactured by, in some instances, using solely a standard axismill and lathe, in order that more complex machining equipment is notnecessary.

Yet another embodiment of a continuously variable transmission,including components, subassemblies, or methods therefor, will bedescribed with reference to FIGS. 86-148. Components or subassembliesthat are the same as previously described will have the same referencenumbers in FIGS. 86-148. Referencing FIGS. 86-87 specifically now, a CVT8700 includes a housing or hub shell 8702 adapted to couple to a hubshell cover 8704. In one embodiment, the hub shell cover 8704 can beprovided with an oil port 8714 and a suitable oil port plug 8716therefor. As will be further discussed below, in some embodiments, thehub shell 8702 and the hub shell cover 8704 can be adapted to fastentogether with threads. In some such embodiments, it might be preferableto provide a locking function or device to prevent the hub shell cover8704 from unthreading off the hub shell 8702 during normal operation ofthe CVT 8700. Accordingly, in the embodiment illustrated, a locking tab8718 is adapted to mate to features of the hub shell cover 8704 and tofasten via a bolt or screw 8720 to the hub shell 8702. Additionaldiscussion of the locking tab 8718 and of the associated features of thehub shell cover 8704 is provided below.

The hub shell 8702 and the hub shell cover 8704 are supported,respectively, by bearings 4916 and 4718. An input driver 8602 mountscoaxially about a main axle 4709 and supports the bearing 4916. The mainaxle 4709 shares features with the main axle 4706 described above withreference to FIGS. 66A-66D; however, the main axle 4709 has been adaptedto support the bearing 4718 axially inward of the seal 4720 (see FIG. 47for contrast). The input driver 8602 couples to a torsion plate 8604,which couples to a cam driver 4908. A traction ring 8706 is adapted tocouple to the cam driver 4908 via a set of rollers 6404 housed in aroller retainer 5004. A number of power rollers 4802 contacts thetraction ring 8706 and a traction ring 8708. An output drive ring 8710couples to the traction ring 8708 via a set of rollers 6405 housed in aroller retainer 5005. The output drive ring 8710 is adapted to couple tothe hub shell cover 8704. In some embodiments, to aid with handlingtolerance stack up and ensure adequate contact and positioning ofcertain components of the CVT, one or more shims 8712 can be positionedbetween the output drive ring 8710 and the hub shell cover 8704.

Additionally referencing FIG. 88, an idler assembly 8802 is generallyadapted to, among other things, support the powers rollers 4802 and toaid in shifting the ratio of the CVT 8700. In one embodiment, the idlerassembly 8802 includes an idler bushing 8804 mounted coaxially about themain axle 4706. The idler bushing 8804 is adapted to receive and supportshift cams 8806. A support member 8808 mounts coaxially about the shiftcams 8806 and is supported by bearing balls 8810 positioned to roll onbearing races 8812, 8814 formed on, respectively, the support member8808 and the shift cams 8806. The idler bushing 8804, in someembodiments, is adapted to receive a shift rod nut 8816 that ispositioned between the shift cams 8806, and the shift rod nut 8816 canbe made to receive a shift rod 4816. In this configuration of the idlershift assembly 8802, the shift reaction forces that arise duringshifting of a CVT are substantially transmitted through the shift cams8806 to the shift rod nut 8816 and to the shift rod 4816, and thus, thebinding and drag caused by the transmittal of shift reaction forcesthrough the bearing balls 8810 is substantially avoided. A shift rod nutcollar 4819 mounts coaxially with, and is supported by, the shift cams8806. The shift rod collar 4819 facilitates location of the shift rodnut 8816 to aid in the threading of the shift rod 4816 into the shiftrod nut 8816.

The main axle 4706 passes through the central bores of the hub shell8702 and the hub shell cover 8704. The main axle 4706 is adapted tosupport stator plates 4838 which, in one embodiment, connect togethervia stator rods 4840. One end of the axle 4709 is adapted to receive anacorn nut 4724 and an anti-rotation washer 4726. The axle 4709 isfurther adapted with an internal bore for receiving the shift rod 4816.A shift rod retainer nut 6502 mounts coaxially about the shift rod 4816and threads onto the main axle 4709. A nut 6504 is used, among otherthings, to prevent the shift rod retainer nut 6502 from unthreading fromthe main axle 4709. An anti-rotation washer 6515 can be placed betweenthe nut 6504 and a member of a vehicle frame such as, for example, thedropout of a bicycle frame (not shown).

Turning now to FIGS. 89-93, the hub shell cover 8702 can include a setof threads 8802 adapted to engage a corresponding set of threads 9202formed on the hub shell cover 8704. In some embodiments, for a bicycleapplication for example, the hub shell 8702 includes flanges 8902, 8904adapted to transfer torque to, for example, spokes of a bicycle. Asillustrated in FIG. 90, in one embodiment, the flanges 8902, 8904 do notextend to the same radial distance from the central bore of the hubshell 8702. In other embodiments, however, a hub shell 8703 can includeflanges 8902, 8906 that do extend to substantially the same radiallength. To allow fastening of the locking tabs 8718, the hub shell 8702can be provided with one or more threaded screw or bolt holes 8804.

Referring to FIGS. 92-93, more specifically, in one embodiment a hubshell cover subassembly 9200 can include the hub shell cover 8704, theoil port plug 8716, the bearing 4718, a seal 9206, a clip ring 9208, andan o-ring 9210. As illustrated, the hub shell cover 8704 can have acentral bore 9204 that is adapted to receive the bearing 4718, the seal9206, and the clip ring 9208. Referencing FIGS. 94-98 additionally, theset of threads 9202 can be formed on the outer diameter or periphery ofthe hub shell cover 8704. Additionally, the hub shell cover 8704 caninclude on its outer diameter an o-ring groove 9602 for receiving theo-ring 9210. In one embodiment, the central bore 9204 is provided with aseal groove 9702 and a clip groove 9704. The groove 9702 aids inretaining the seal 9206 in the hub shell cover 8704. To prevent damageto the seal 9206 and improve its retention, the seal groove 9702 canhave a radius 9706. The clip groove 9704 is adapted to receive andretain the clip ring 9208, which helps to retain the bearing 4718 in thecentral bore 9204. In one embodiment, the hub shell cover 8704 can havean integral flange 9410 having a set of splines 9802 for providing,among other things, an adapter for a brake, such a roller brake of abicycle (not shown). Referencing FIG. 98 specifically, in oneembodiment, the splines 9802 have a substantially u-shaped profile thatfacilitates manufacturability of the splines 9802; however, in otherembodiments, the spline 9802 can have other shapes including one havingsquare corners. In some embodiments, as shown more specifically in FIG.97, a recess or neck 9725 can be provided on the flange 9410 (or at thejuncture of the flange 9410 and the hub shell cover 8704) to engage arib 9833 of, for example, a shield 9832 (see FIGS. 114-115 andaccompanying text).

Referencing FIGS. 95, 96, 99 and 100, now, the hub shell cover 8704 canbe provided with a number of retaining bosses or keys 9604 adapted toengage with extensions 8750 of the output drive ring 8710 (see also FIG.87). The keys 9604 act both as anti-rotating as well as retainingfeatures for the output drive ring 8710 and/or the shims 8712. In oneembodiment, the hub shell cover 8704 includes a number of threaded holes9502 adapted to receive bolts 9808 for securing a disc brake adapterplate 9804 (see FIG. 107). As shown in FIG. 99, the holes 9502 arepreferably blind holes to ensure that no leaking or contamination ispossible via the holes 9502.

As previously mentioned, in certain embodiments, the hub shell cover8704 can include locking features or functions to prevent the hub shellcover 8704 from unthreading off the hub shell 8702 during normaloperation of the CVT 8700. In one embodiment, the thread lockingfunction can be provided by using a thread locking compound such asthose sold by the Loctite Corporation. For some applications, a suitablethread locking compound is the Loctite® Liquid Threadlocker 290™. In yetother embodiments, referencing FIG. 101 now, the hub shell cover 8704 isprovided with a number of locking teeth or grooves 9910, which aregenerally formed on the external face, and near the outer diameter, ofthe hub shell cover 8704. The locking grooves 9910 are adapted to matewith corresponding locking grooves 9912 (see FIGS. 102-103) of thelocking tab 8718. In one embodiment, the locking grooves 9910 are spacedabout 10 degrees apart in a radial pattern about the central bore 9204.However, in other embodiments, the number and spacing of locking grooves9910 can be different.

Referencing FIGS. 102 and 103 now, the locking tab 8718 includes anumber of locking grooves 9912 having crests 9914 that are spaced apartby an angle alpha between lines that pass through the center of the hubshell cover 8704. The angle alpha can be any number of degrees; however,in one embodiment the angle alpha is about 10 degrees. The locking tab8718 includes a slot 9916 that is generally elliptical. The foci of theelliptical slot 9916 can be angularly separated by an angle beta, whichis preferably about one-half of the angle alpha. The lines forming theangle beta extend from the center of the hub shell cover 9704. As FIG.103 shows, one focus of the elliptical slot 9916 aligns radially with acrest 9914, and the other focus aligns radially with a trough 9915, ofthe locking tab 8718. When the locking tab 8718 is flipped or reversedabout a perpendicular axis (on the plane of FIG. 103), the locking tab8718 then presents a mirror-image configuration of its previousconfiguration. Hence, it is always possible to achieve the correctalignment of the locking grooves 9912 and the locking grooves 9910 by acombination of moving the slot 9916 on the bolt 8720 and/or flippingover the locking tab 8718. In other embodiments, the locking tab 8718can have a configuration where the foci of the slot 9916 both areangularly aligned with crests 9914, meaning that the locking tab 8718would no longer be asymmetrical about a perpendicular axis.

In one embodiment, the locking tab 8718 spans an arc of about 28-32degrees and has a thickness of about 1.5-2.5 mm. For certainapplications, the locking tab 8718 can be made of, for example, a steelalloy such as 1010 CRS. As shown in FIG. 104, the locking tab 8718 issecured to the flange 8902 of the hub shell 8702 by a bolt 8720. Thelocking grooves 9912 of the locking tab 8718 mate with the lockinggrooves 9910 of the hub shell cover 8704 and, thereby, ensure that thehub shell cover 8704 stays threaded to the hub shell 8702. Of course, insome embodiments, a thread locking compound can be used in conjunctionwith unthreading devices such as the locking tab 8718 and hub shellcover 8704 having locking grooves 9910. In one embodiment, asillustrated in FIG. 102A, a locking ring 8737, having a number oflocking tabs 9912 and slots 9916, can be used in conjunction with a hubshell cover having locking tabs 9910.

Turning to FIGS. 105 and 106 now, in embodiment the hub cover shell 8704can be provided with a shield 9920 that is adapted to, among otherthings, provide a cover for the flange 9410 and the splines 9802.Additional description of the shield 9920 is provided below withreference to FIGS. 114-115 and accompanying text. In yet anotherembodiment, the cover shell 8704 can be fitted with a disc brake adapterkit 9803, as shown in FIG. 106. Referencing FIGS. 107-110, the discbrake adapter kit 9803 can include a fastening plate 9804 coupled to anadapter plate 9810. In one embodiment, as shown in FIG. 107, thefastening plate 9804 and the adapter plate 9810 can be one integral partrather than separate parts. The fastening plate 9804 has one or morebolt holes 9806 for receiving bolts 9808 that facilitate coupling thefastening plate 9804 to the hub shell cover 8704. The bolts 9808 arereceived in the bolt holes 9502 of the hub shell cover 8704 (see FIG.101, for example). The adapter plate 9810 includes a number of boltholes 9850 for receiving bolts that fasten a disc brake rotor to theadapter plate 9810. The number of bolt holes 9850 can be adjusted toconform to the number of bolt holes required for standard or custom discbrake rotors. The disc brake adapter kit 9803 can also include a shield9812 adapted to cooperate with a cupped washer 9814 to provide a sealagainst dirt and water at the interface between the adapter plate 9810and the main axle 4709. In some embodiments, the disc brake adapter kit9803 also includes a jam nut 9816, the bolts 9808, and an o-ring 9818.The o-ring 9818 is placed between the fastening plate 9804 and the hubshell cover 8704 to provide sealing against, for example, water or othernon-pressurized contaminants.

It should be noted that in certain embodiments the fastening plate 9804is provided with a recess 9815 for receiving the flange 9410 of the hubshell cover 8704. However, in other embodiments, the hub shell cover8704 does not include the flange 9410 and, hence, the recess 9815 is notused. In yet other embodiments, the hub shell cover 8704 integrallyincorporates the fastening plate 9804 and the adapter plate 9810. In oneembodiment, the central bore 9817 of the adapter plate 9810 includes ashield groove 9819 adapted to receive and retain the shield 9812.

With reference to FIGS. 111-113, in one embodiment the shield 9820includes a number of fastening fingers or tabs 9822, which extend from agenerally annular body having a dome-shaped outer portion 9824 and aconical inner portion 9828. A recess 9830 between the dome-shapedportion 9824 and the conical portion 9828 is adapted to cooperate with,for example, the cupped washer 9814 to provide a labyrinth-type seal. Inone embodiment, the conical portion 9828 tilts away from a vertical linein the plane of the cross-section shown in FIG. 113 at an angle of aboutbetween 8 degrees and 12 degrees. In some embodiments, the width of theshield 9820 from an end 9861 of the fastening tabs 9822 to an endsurface 9863 of the dome-shaped portion 9824 is about 8-13 mm. Thecentral bore 9826 defined by the conical portion 9828 has, in certainembodiments, a diameter of about 13-18 mm. The annular diameterdelineated by the end surface 9863 is about 20-28 mm. The shield 9820can be made of, for example, a resilient material such a plastic orrubber. In one embodiment, the shield 9820 is made of a materialtrademarked as Noryl GTX 830.

A shield 9832 similar in shape and function to the shield 9820 above isshown in FIGS. 114-115. The shield 9832 is substantially annular and hasa dome-shaped outer portion 9837, a conical inner portion 9836, acentral bore 9834, and a recess 9838. In one embodiment, the recess 9838is adapted to receive and cover the splined flange 9410 (see FIGS. 92and 105, for example). In one embodiment, the distance between a surface9839 and a surface 9840 of the shield 9832 is about 16-29 mm. The outerdiameter of the shield 9832 can be, for example, about 33-40 mm. Theinner diameter of the shield 9832 at the recess 9838 can be,accordingly, between 31-38 mm. The central bore 9834, in someembodiments, has a diameter of about 12-18 mm. The shield 9832 can bemade, in certain embodiments, of a resilient material such as plastic orrubber. In one embodiment, the shield 9832 can be made of a materialtrademarked as Noryl GTX 830.

Turning now to FIGS. 116-118, an idler bushing 8804 is shown. Certainembodiments of the idler bushing 8804 share some features withembodiments of the inner bushings described above with reference toFIGS. 77-82D relating to idler assemblies. The idler bushing 8804 has agenerally tubular body 9841 with an outer diameter of about 16-22 mm, aninner diameter of about 13-19 mm, and a length of about 28-34 mm. Theidler bushing 8804 additionally includes a through opening 9847 adaptedto receive the shift rod nut 8816. In one embodiment, the opening 9847is cut such that the distance between flat surfaces 9849 thereof isabout 9-14 mm. In one embodiment, the idler bushing 8804 is additionallyprovided with clip grooves 9845 for receiving clips 9891 that helpretain the shift cams 8806 (see FIG. 88).

As illustrated in FIGS. 119-120, a shift rod nut 8816 is generally arectangular prism having a countersunk threaded bore 9855, which isadapted to thread onto the shift rod 4816. In one embodiment, the shiftrod nut 8816 includes beveled surfaces 9851 that provide for clearancewith other components of the idler assembly 8802 (see FIG. 88) but yetallow the shift rod nut 8816 to maximize the reaction contact surfacebetween the shift rod nut 8816 and the abutting surfaces of the shiftcams 8806. In one embodiment, the shift rod nut 8816 has a height ofabout 20-26 mm, a width (the dimension perpendicular to the bore 9855)of about 6-12 mm, and a depth of about (the dimension parallel to thebore 9855) of about 7-13 mm.

Turning now to FIGS. 121-125, a shift cam 8806 is generally an annularplate having a cam profile 9862 on one surface and a cam extension 9863extending axially on the side opposite of the cam profile 9862. The camextension 9863, in some embodiments, includes a bearing race 8814 formedthereon. The bearing race 8814 is preferably adapted to allow freerolling of bearing balls and to carry axial and radial loads. In oneembodiment, the shift cam 8806 is provided with a beveled edge 9860 on aside opposite to the cam profile 9862 in order to facilitate flow oflubricant into the inner radial components, including the bearing races8814, 8812, of the idler assembly 8802 (see FIG. 88). In someembodiments, the beveled edge 9860 tilts at an angle of about 6-10degrees from vertical (on the plane of the cross-section shown in FIG.123).

For certain applications, the shift cam profile 9862 is producedaccording to the values tabulated in the table shown in FIG. 125. The Yvalue is referenced from the center of the central bore 8817, and the Xvalue is referenced from the end surface 8819 of the shift cam extension9863. The first point PNT1 of the shift cam profile 9826 is on thesurface 8821, which is at a horizontal distance of about 7-9 mm from thesurface 8819, but more precisely in the embodiment illustrated at adistance of 8.183 mm. In one embodiment, the outer diameter of the shiftcam 8806 is about 42-50 mm, while the diameter of the central bore 8817is about 16-22 mm. In one embodiment, the radius of the bearing race8814 is about 2-4 mm. In certain applications, the shift cam 8806 can beprovided with a beveled edge 8823, which inclines at an angle of about13-17 degrees from horizontal (on the plane of the cross-section shownin FIG. 123). Among other things, the beveled edge 8823 aids inproviding sufficient clearance between the shift cam 8806 and the powerrollers 4802 when the ratio of the transmission is at one of itsextremes. The shift cam 8806 can be made of, for example, a steel alloysuch as bearing quality SAE 52100.

Referencing FIGS. 126-130, a traction ring 8825 will be described now.The traction ring 8825 is a generally annular ring having a tractionsurface 8827 adapted to contact the power rollers 4802 and to transmittorque via friction, or across a traction fluid layer, between thetraction surface 8827 and the power rollers 4802. Preferably, thetraction surface 8827 does not have inclusions. In one embodiment, thetraction ring 8825 is integral with an axial load cam 8829 forfacilitating the generation of axial, clamping forces and torquetransfer in the CVT 8700. The traction ring 8825 can also be providedwith a groove 8831 adapted to receive, support, and/or retain a torsionspring, such as torsion spring 5002 (see FIGS. 63A-63F) or torsionspring 8851 (see FIGS. 131-134). Additional details relating toembodiments of traction rings are provided above with reference to FIGS.62A-62E and accompanying text.

The axial load cam 8829, in one embodiment, includes a set of rampshaving a ramp profile 8833 that is best shown in FIG. 129. In someembodiments, the ramp profile 8833 includes a first inclined,substantially flat portion 8835 that blends into a radiused portion8836. The radiused portion 8836 transitions into a substantially flatportion 8837, which transitions into a radiused portion 8839 that isfollowed by a second inclined portion 8841. For clarity of description,the features of the ramp profile 8833 have been exaggerated and slightlydistorted in FIG. 129. Additionally, in some embodiments, the ramps arehelical and this feature is not shown in FIG. 129. Preferably, thetransitions and blending of the portions 8835, 8836, 8837, and 8339 aretangential and no sharp or abrupt segments or points are included. Aspreviously mentioned, a set of rollers (rollers 6404, 6405 for example)is provided to transmit torque and/or axial force between a tractionring and a drive member (such as the cam driver 4908 or the output drivering 8710). Although the rollers 6404, 6405 shown are cylindricalrollers, other embodiments of the CVT 8700 can use spherical, barrel, orother type of rollers.

If it is assumed that the rollers used have a radius R, the radiusedportion 8836 preferably has a radius of at least one-and-a-half times R(1.5×R), and more preferably at least two times R (2×R). In oneembodiment, the radiused portion 8836 has a radius between 6-11 mm, morepreferably 7-10 mm, and most preferably 8-9 mm. The flat portion 8837 insome embodiments has length of about 0.1-0.5 mm, more preferably 0.2-0.4mm, and most preferably about 0.3 mm. The radiused portion 8839preferably has a radius of about one-quarter R (0.25×R) to about R, morepreferably about one-half R (0.5×R) to about nine-tenths R (0.90×R). Inone embodiment, the radiused portion 8839 has a radius of about 2-5 mm,more preferably 2.5 to 4.5 mm, and most preferably 3-4 mm. The inclinedportion 8841 is inclined relative to a flat surface 8847 and along aline 8845 at an angle theta of about 30-90 degrees, more preferablyabout 45-75 degrees, and most preferably about 50-60 degrees.

During operation of the CVT 8700, the rollers 6404, for example, willtend to ride upward in the direction 8843 to generate axial load andtransfer torque as the CVT 8700 is actuated in the drive direction orunder torque. When the CVT 8700 is actuated in the direction 8845 thatis opposite to the drive direction 8843 (meaning the unloadingdirection, for embodiments where the load cam 8829 is notbidirectional), the rollers 6404 ride down the first inclined portion8835, follow the first radiused portion 88365, roll along the flatportion 8837, and encounter, in effect, a positive stop in that therollers 6404 cannot roll inside the radiused portion 8839 and cannotmove beyond the relatively steeply inclined portion 8841. The rampprofile 8833 ensures that the rollers 6404 do not bind or become trappedat the bottom of the ramps, which ensures that the rollers 6404 arealways in position to provide the torque or axial loading demanded.Additionally, the ramp profile 8833 ensures that when the CVT 8700operates in the direction 8845 the rollers 6404 do not generate an axialor torque loading effect that degrades the freewheeling state of certainembodiments of the CVT 8700. It should be noted that in someembodiments, the flat portion 8837 is not included in the load camprofile 8833. In such embodiments, the radiused portions 8836 and 8839can have the same or different radius. In one embodiment, the flatportion 8835 simply transitions into a radiused portion 8836 that has aradius substantially conforming to the radius of the roller, and flatportion 8837, the radiused portion 8839 and the flat portion 8841 arenot used.

Moving to FIGS. 131-134 now, certain embodiments of a torsion spring8851 share some features with embodiments of the torsion spring 5002described above with reference to FIGS. 63A-63F. In the embodiment shownin FIGS. 131-134, the torsion spring 8851 need not be provided in acoiled state. Rather, the torsion spring 8851 can be provided as alength of spring wire having the requisite bent ends 8853, 8855. Thebend end 8855 has a bend portion 8857 that bends at about 90 degreesrelative to the long portion 8861 of the torsion spring 8851; in someembodiments, the bend portion 8857 has a length of about 3-4 mm. Thebend end 8853 has a bend 8859 that bends at about 160 degrees relativeto the long portion 8861. In some embodiments, the bend 8859 is about10-14 mm long. The bend 8859 then transitions into a bend 8863 that isapproximately 3.5-4.5 mm long and at about 75-85 degrees relative to aparallel line to the bend 8859. In one embodiment, the total centerlength of the torsion spring 8851 is about 545-565 mm.

Turning to FIGS. 135-138 now, certain embodiments of an input driver8602 share some features with embodiments of the input driver 6904described above with reference to FIGS. 67A-67E. The input driver 8602includes a helical groove 8865 on a portion of its inner diameter tofacilitate the flow of lubrication to the bearing races 6706, 6708. Inone embodiment, the input driver 8602 can also include a set of splines8867 wherein at least one spline 8869 is of a different circumferentiallength than the rest of the splines. In the embodiment illustrated, thespline 8869 has a longer circumferential dimension than the rest of thesplines; however, in other embodiments, the spline 8869 can have ashorter circumferential dimension than the rest of the splines. Thedistinguishable spline 8869 can be used to, for example, aid in assemblyby ensuring that components such as the freewheel 8890 (see FIGS.148-147) are mated in the proper configuration to the input driver 8602.

Referencing FIGS. 139-141 now, certain embodiments of a torsion plate8604 share some features with embodiments of the torsion plate 4906described above with reference to FIGS. 68A-68B. The torsion plate 8604can be provided with a set of splines 8871, wherein each spline has adriving contact 8873 and a transition portion 8875. The driving contact8873 is preferably made to conform to the profile of mating splines inthe cam driver 4908 (see FIGS. 70A-70C and accompanying text). Thetransition portion 8875, in some embodiments, can have the sameconforming profile of the driving contact 8873; however, as shown in theembodiment of FIGS. 138-140, the transition portion 8875 can be flat,which can result in lower manufacturing costs, among other things. Thetorsion plate 8604 can be made of, for example, a medium carbon steelhaving a minimum HRC 20-23. In one embodiment, the torsion plate 8604 ismade of a steel alloy such as 1045 CRS. Due to the torque levelsinvolved in certain applications, it has been found that it is notpreferable to make the torsion plate 8604 from a soft material. FIGS.142-143 show an input assembly 8877 that includes the input driver 8602and the torsion plate 8604. In one embodiment, the input driver 8602 iswelded to the torsion plate 8604. In other embodiments, however, theinput driver 8602 can be fastened or coupled to the torsion plate withsuitable adhesives, dowel pins, bolts, press fit, etc. In yet otherembodiments, the input assembly 8877 is one integral piece combiningfeatures of the input driver 8602 and the torsion plate 8604.

One embodiment of a roller axle 9710 is shown in FIGS. 144-146. Certainembodiments of the roller axle 9710 share some features with embodimentsof the roller axles 4826, 4827 described with reference to FIGS. 54A-55.The roller axle 9710 can be provided with a bind-free groove 9712 foraiding in the retention of the skew rollers 5206 (see FIGS. 52A-52B, forexample). During assembly of the roller-leg assembly 4830, skew roller5206 is mounted on an end 9714 of the roller axle 9710. In order toretain the skew roller on the axle 9710 and abutting against the leg4824, the countersink drill hole 5502 is expanded with a suitable tool.As the sides of the countersink drill hole 5502 expand radially, thegroove 9716 partially collapses and the ends 9716 arc towards the skewroller 5206. In this manner, the ends 9716 retain the skew rollers onthe roller axle 9710. In effect, after expansion of the countersinkdrill hole 5502, the ends 9716 function as built in retainer clips.

Referring to FIGS. 147-148 now, a freewheel 8890 will now be described.Certain embodiments of the freewheel 8890 shares some features withembodiments of the freewheel 4902 described above with reference toFIGS. 71A-71C. In one embodiment, the freewheel 8890 includes a set ofinternal splines 8892. A spline 8894 of the set of splines 8892 is of adifferent circumferential dimension that the other splines. Preferably,the spline 8894 is selected to mate with the corresponding spline bottomof the input driver 8602. In this manner, the asymmetrically splinedfreewheel 8890 mates with the asymmetrically splined input driver 8602.In the embodiment shown in FIGS. 148-147, the freewheel teeth 8896 arecentered relative to the width of the freewheel 8890.

Referring now to FIG. 149, it shows a torsion spring 1492 similar to thetorsion spring 5002 (see FIGS. 63A-63E) and the torsion spring 8851 (seeFIGS. 131-134). The torsion spring 1492 can exhibit a combination of thefeatures of the torsion springs 5002, 8851. In some embodiments, thetorsion spring 1492 can include a conforming bend 1494 and/or aconforming bend 1496. In one embodiment, the bend 1494 and/or the bend1496 are segments along the torsion spring 1492 that have a biasedcurvature which facilitates conformance of the torsion spring 1942 tothe roller cage 5004.

Referencing FIG. 150, in some embodiments (depending on the diameterand/or stiffness of the spring wire) without the bends 1494, 1496 thetorsion spring 1492 exhibits segments 1494A, 1496A that do not conformto the curvature of the roller cage 5004 and, consequently, tend to bindthe traction ring 6200 in the grooves 6206 (see FIGS. 62A-62E). However,the bends 1494, 1496 facilitate the assembly, and significantly improvethe operation, of the axial force and/or preloading subassembly shown inFIGS. 64E-64H. As illustrated in FIG. 151, in some embodiments, when thetorsion spring 1492 is in its operational state (housed and wound in thetraction ring 6200 and the roller cage 5004), the bends 1494, 1496 lietoward to the retainer extension 6406; thereby, tending to diminish anybinding generated by the torsion spring 1492 on the traction ring 6200.

As best shown in FIG. 150, the segments 1494A, 1496A that can have thebiased curvature of bends 1494, 1496 can be provided at the terminal0-90 degrees of the torsion spring 1492 relative to its wound state inthe roller cage 5004. More preferably, the bends 1494, 1496 are formedon the terminal 5-80 degrees, and most preferably on the terminal 10-70degrees. In some embodiments, the bends 1498, 1499 at the extremes endsof the torsion spring 1492 are not included in the segments identifiedabove. That is, the bends 1494, 1946 do not include the bends 1498, 1499and/or short segments of the torsion spring 1492 near the bends 1498,1499. In some embodiments, the bend 1494, 1496 can have a radius that is110-190% of the radius of the roller cage 5004. The length of the arc ofthe bend 1494, 1496 is defined by an angle ranging preferably from about0 to at least 90 degrees, more preferably 0 to at least 60 degrees, andmost preferably 0 to at least 30 degrees, for example.

It should be noted that the description above has provided dimensionsfor certain components or subassemblies. The mentioned dimensions, orranges of dimensions, are provided in order to comply as best aspossible with certain legal requirements, such as best mode. However,the scope of the inventions described herein are to be determined solelyby the language of the claims, and consequently, none of the mentioneddimensions is to be considered limiting on the inventive embodiments,except in so far as anyone claim makes a specified dimension, or rangeof thereof, a feature of the claim.

The foregoing description details certain embodiments of the invention.It will be appreciated, however, that no matter how detailed theforegoing appears in text, the invention can be practiced in many ways.As is also stated above, it should be noted that the use of particularterminology when describing certain features or aspects of the inventionshould not be taken to imply that the terminology is being re-definedherein to be restricted to including any specific characteristics of thefeatures or aspects of the invention with which that terminology isassociated.

1. An idler assembly for a transmission, the idler assembly comprising:an inner bushing having a cylindrical body and having an opening cutthrough the cylindrical body about an axis perpendicular to the mainaxis of the cylindrical body; two angular contact bearings mounted on anouter diameter of said cylindrical body; an idler mounted on saidangular contact bearings; and two shift cams, mounted about thecylindrical body, wherein the idler is located between the shift cams.2. The idler assembly of claim 1, wherein the cylindrical body furthercomprises two retainer clip grooves, each groove adjacent to a shiftcam.
 3. The idler assembly of claim 1, wherein the idler comprises athrust wall adapted to separate the two thrust bearings.
 4. An idlerassembly for a transmission, the idler assembly comprising: an innerbushing having a cylindrical body and having an opening cut through thecylindrical body about an axis perpendicular to the main axis of thecylindrical body; two shift cams, mounted about the cylindrical body,each shift cam having a shift cam bearing race; a plurality of bearingrollers; and an idler having two idler bearing races, wherein the idlerbearing races and the shift cam bearing races are adapted to formangular contact bearings when the plurality of bearing rollers areinterposed between the idler bearing races and the shift cam bearingraces.
 5. The idler assembly of claim 4, further comprising a locatorring mounted about the cylindrical body.
 6. The idler assembly of claim5, wherein each shift cam comprises a shoulder for supporting thelocator ring.
 7. The idler assembly of claim 4, wherein each shift camcomprises a retaining key adapted to rotationally constrain a shift rodnut.
 8. An idler assembly for a transmission, the idler assemblycomprising: an inner bushing having a cylindrical body and having anopening cut through the cylindrical body about an axis perpendicular tothe main axis of the cylindrical body; two shift cams, mounted about thecylindrical body, each shift cam having a shift cam bearing race; aplurality of bearing rollers; an idler having two idler bearing races,wherein the idler bearing races and the shift cam bearing races areadapted to form angular contact bearings when the plurality of bearingrollers are interposed between the idler bearing races and the shift cambearing races; and wherein each shift cam comprises an extension havinga retaining key adapted to rotationally constrain and radially locate ashift rod retainer nut.
 9. The idler assembly of claim 8, wherein thecylindrical body further comprises retaining clip grooves, at least onegroove adjacent to each shift cam.
 10. The idler assembly of claim 9,further comprising retaining clips located in the retaining clipgrooves.
 11. The idler assembly of claim 10, further comprising thrustwashers located between the retaining clips and the shift cams.
 12. Anidler assembly for a transmission, the idler assembly comprising: afirst shift cam comprising a tubular extension, wherein said extensioncomprises an opening cut through the extension; a first bearing raceformed on said first shift cam a second shift cam, mounted about saidextension; a second bearing race formed on said second shift cam; anidler having third and fourth bearing races formed on an inner diameterof the idler; and a plurality of bearing rollers, wherein the first,second, third, and fourth bearing races cooperate to form angularcontact thrust bearings when the bearing rollers are interposed betweenthe bearing races.
 13. The idler subassembly of claim 12, furthercomprising a locating ring mounted coaxially with said extension. 14.The idler assembly of claim 12, wherein the extension further comprisesa shoulder adapted to receive an inner bore of the second shift cam. 15.An idler assembly for a CVT, the idler assembly comprising: a shift rodnut; at least two shift cams; and wherein the shift rod nut is placedbetween the shift cams, with the shift cams substantially abuttingagainst the shift rod nut.
 16. The idler assembly of claim 15, whereinthe shift rod nut provides position control for the shift cams.
 17. Anidler bushing comprising: a bushing having a cylindrical body; and anopening cut through the cylindrical body about an axis perpendicular tothe main axis of the cylindrical body.
 18. The idler bushing of claim17, wherein the length of the cylindrical body is about 28-34 mm. 19.The idler bushing of claim 17, wherein an outer diameter of thecylindrical body is about 16-22 mm.
 20. The idler bushing of claim 17,wherein an inner diameter of the cylindrical body is 13-19 mm.